L  I  B  RA  FLY 

OF   THE 

U  N  1VER51TY 

or    ILLl  NOIS 

923.8 


American 
Locomotive  Engineers 


ERIE  RAILWAY  EDITION 


ILLUSTRATED 


Edited  by  H.  R.  ROMANS 


CHICAGO.  ILLINOIS 

CRAWFORD-ADSIT  COMPANY  PUBLISHERS 

W.    H.    Wklcii,   PUOI'RIETOR 

1890 


Entered  according  to  act  of  Congress  In  the  year  1899 

By  Crawford- Adsit  Company 

In  the  office  of  Librarian,  Washington,  D.  C. 


fw,  i^mi^^g'^wi ,  fnuiix  -(^flte 


/a^^ 


.  3  liXTKODUCTION. 


!?(^(ia 

The  soldier  marches  away  to  battle  with  banners  flying,  bands  playing  and 
the  plaudits  of  the  nation  ringing  in  his  ears.  He  goes  to  perform  a  duty,  and 
in  doing  so  places  his  life  in  jeopardy.  It  is  right  that  he  should  receive  praise 
as  a  hero ;  but  while  we  cheer  the  soldier  for  his  bravery  we  are  prone  to  forget 
another  man  who  daily  risks  his  life  in  the  performance  of  a  public  duty — the 
railroad  engineer. 

Progress  cast  aside  the  creeping  creations  of  Stephenson  and  Hedley,  and 
mechanical  genius  gave  to  us  in  their  stead  the  monsters  of  steel  that  skim  like 
birds  along  the  shining  rails.  Traffic  demands  the  same  lightning  speed  alike  in 
sunshine  or  tempest.  In  broad  daylight  or  on  darkest  night  a  man  of  iron  nerve 
clutches  the  throttle  of  that  rushing  monster  and  peers  ahead  to  sec  that  "all  the 
lights  are  white." 

The  pnl:)lic  never  realizes  the  quiet  heroism  of  this  man  who  stands  guard 
between  death  and  a  train-load  of  passengers,  until  through  someone's  blunder, 
the  diabolical  act  of  a  fiend,  or  a  deplorable  accident,  he  is  sent  to  meet  his 
Maker,  with  his  hand  still  at  the  throttle. 

It  is  only  at  the  engineer's  fireside  that  his  peril  is  known  and  his  bravery 
fully  appreciated.  As  he  leaves  his  happy  home  to  make  his  daily  trip  there  are 
tears  in  the  eyes  of  loved  ones,  who  realize  the  many  chances  there  are  against 
his  safe  return.  A  misplaced  switch,  defective  track,  a  broken  bridge,  a  wrong 
order,  and  they  would  bring  him  back  on  a  stretcher. 

Heroes  they  are,  all ;  and  instead  of  waiting  until  they  are  dead  ere  we  praise 
them,  it  is  the  purpose  of  the  publishers  to  present  a  series  of  books  entitled  the 
"American  Locomotive  Engineer,"  in  which  the  life  history  and  courageous 
deeds  of  the  engineer  are  set  forth  that  the  public  may  know  and  appreciate  his 
worth  while  he  is  yet  able  to  hear  the  praise  due  him. 

This  volume,  the  Erie  Edition  of  the  "American  Locomotive  Engineer,"  is 
the  first  work  of  the  kind  ever  published,  and  in  compihng  it  the  hardest  task 
has  been  to  get  the  engineers  to  talk  of  themselves.  In  most  instances  it  was 
necessary  to  go  to  another  engineer,  a  fireman,  or  an  official  to  learn  of  the 
man's  true  worth  and  his  heroic  deeds. 

The  publishers  are  under  many  obligations  to  officials  of  the  Brotherhood, 
individual  members,  and  the  various  officers  of  the  Erie,  for  numerous  favors  and 
assistance  in  furthering  the  work,  and  as  the  result  of  many  months"  labor  jire- 
sent  to  the  world  "the  book  of  the  engineer." 

CRAWFORD-ADSIT  COMPANY, 

Publishers. 


PUBLISHERS'  CARD. 


The  publishers  appreciate  that  an  explanation  is  due  many  of  the 
subscribers  to  the  American  Locomotive  Engineers  for  the  delayed  appear- 
ance of  the  work.  Those  eng-ineers  who  signed  contracts,^  furnished 
photog'raphs,   and  returned  corrected  sketches  within  thirty  days  from  the 


VV.  H.   WEI.CH. 
Proprietor  of  the  Crawford- Adsit  Compiiny. 

time  the  project  was  launched,  have  undoubtedly  failed  to  understand  the 
delay  in  publication,  yet  the  entire  time  has  been  employed  in  an  effort 
to  meet  every  promise  made  in  the  prospectus. 

The  delay  has  cost  us  many  extra  dollars,  and  the  chief  cause  for  it  is 
attributable  to  the  indifference  manifested  by  man}'  subscribers,  who,  after 
signing-  contracts,  began  to  hinder  us  by  neglecting  to  send  photographs  or 
return  corrected  sketches,  necessitating,  in  many  instances,  a  second 
canvass  by  our  special  representative.  This  extra  work  consumed  consider 
able  time  (not  to  mention  the  extra  money  spent  by  us  in  commissions,  rail- 
road fare  and  hotel  bills),   but  having    undertaken  the  publication  we  felt 


8  ERIE    RAILWAY    EDITION. 

duty  bound  to'fmish  it,  and  hope  our  subscribers  will  appreciate  the  effort 
we  have  made  to  redeem  our  promises  in  respect  to  the  Erie  Edition  of  the 
American  Locomotive  Engineers.  It  is  but  fitting-  that  we  here  express  our 
thanks  to  those  who  have  subscribed  to  the  publication,  and  especially  to 
those  who  have  aided  us  in  completing  the  work. 

The  Erie  is,  as    is    generally    known,  in    thorough  sympathy  with  the 

Brotherhood  of  Locomotive  Engineers,  and  the  publishers  recognized  that 

the  publication  of    the    American    Locomotive   Engineer    should    have    the 

endorsement  of  the  Brotherhood  officials.     When  the  project  was  presented 

o  the  attention  of  Grand  Chief  Engineer  Arthur,  he  was  pleased  with  the 


H.  R.  ROMANS. 

Editor  of  the  American  Locomotive  Engineers. 

idea,  but  did  not  feel  at  liberty  to  sanction  the  publication  until  the  subordi- 
nate Divisions  along  the  Erie  had  approved  it. 

Having  received  this  encouragement,  our  special  representative,  E.  O. 
Brutch,  presented  the  project  to  the  different  Brotherhood  Divisions  of  the 
Erie,  and  it  received  a  hearty  endorsement  from  them  as  the  appended 
letters  testify.. 

When  these  endorsements  were  shown  Grand  Chief  Engineer  Arthur  he 
gave  the  book  his  approval,  and  later  granted  our  special  representative  an 
interview,  at  which  time  he  gave  us  data  for  his  biographical  sketch  and  the 
history  of  the  Brotherhood,  both  of  which  appear  on  other  pages. 


^a 


TABLE  OP   CONTENTS, 


LETTERS  OF  ENDORSEMENT 24 

HISTORY  WORLD'S  FAIR  ENGINE 27 

A  SHORT  HISTORY  OF  THE  ERIE 33 

ERIE  OFFICIALS   82 

BIOGRAPHIES: 

Allen,  C.  A 1°° 

Allen,  E.   C 580 

Ball,   A.   W 571 

Barrett,  W.  H io9 

Belnap,   Ira    106 

Blendingcr,   F.   L 1 1 1 

Bond,   1 575 

Brunn,  C.   A 96 

Buskirk,   F.   W ■ 86 

Childs,  H.  A 577 

Cochrane,  G.  G 84 

Coe,   G.  A 94 

Cooke,  D.  W 86 

Corbett,  James  I09 

Coyle,  H.  F s8o 

Curtis,  T.   H 90 

Derr,  W.   L 9^ 

Donahue,  Geo 93 

Donaldson,  Andrew   §4 

Donaldson,  H.  N 106 

Dowc,  Geo.  W 96 

Dull.  J,   H 578 

Eddy,   T.   C 580 

Fitch,  C.  R 90 

Fuller,   C.   E 575 

Gi:pen,  H.  E loo 

Goldsborough,   C.  S m 

Hainen,  J.  P 577 

Heller,  Geo.  A 584 

Hibbits,   F.  N 109 

Jeffries.  G.  K 578 

Johnson.  Frank   573 

Kells,  W 575 

Keene,  Geo.  W 584 

Klein,  J.  H 578 

Lavery,  W 88 

Lincoln,  F.  B lOQ 

McClelland,  H.  D 578 

McCullough.  J.   G 82 


McLaren,  J.  G 571 

Mackrell,  Theodore    588 

Maguire,  J.  F 94 

Merrill,  W.   F 82 

Merrick.  C.  V 94 

Middleton.  J.  A 86 

Mitchell,  A.  E 88 

Moorhead,  J.  C 92 

Mosher,  F.  R 584 

Mozier,  A.  M 92 

Flatten.  J.  W 88 

Pindell,  T.  H 100 

Reisler,  E.  T 588 

Reynolds,  C.  C 106 

Reynolds,  Orlando   584 

Roberts,  D.   1 84 

Sheffer,  E.  B 86 

Staples,  J.  B 588 

Thomas,  E.  B 82 

Thompson,  G.  A 94 

Tucker.  J.  C sSo 

Van  Keuren.  Geo 92 

PORTRAITS: 

Allen,  C.  A ^°5 

Ball,  A.  W 572 

Barrett.  W.  H "O 

Belnap.   Ira    ^°7 

Blendinger.  F.   L "2 

Bond,   1 576 

Brunn,  C.  A I03 

Buskirk,  F.  W 91 

Childs,  H.  A 576 

Cochrane,  G.  G 87 

Coe,   G.   A loi 

Cooke,  D.  W 89 

Corbett,   James    '  'O 

Coyle.    H.    F S82 

Curtis,  T.   H 97 

Derr,  W.  L I03 

Donahue,    Geo 97 

Donaldson,  Andrew   87 

Donaldson.  H.  N 107 

Dowe.  Geo.  W • 104 

Dull,  J,  H 581 


11 


4Ho6.*55 


12 


TABLE  OF  CONTENTS. 


Eddy,  T.  C 582 

Fitch,  C.  R 98 

Gilpen,  H.  E I0-| 

Goldsborough,  C.  S 112 

Heller,  Geo.  A 585 

Jeffries,   G.   K 579 

Johnson,  Frank   S74 

Kells,  W 57-4. 

Keene,  Geo.  W 585 

Klein,  J.   H 581 

Lavery,   W 95 

Lincoln,  F.  B 108 

]\IcClelland.  H.  D 579 

McCullough,  J.   G 85 

McLaren,  J.  G 572 

Alackrell,   Theodore    5S7 

Maguire.    J.    F 102 

Merrill,  W.  F 85 

Merrick,  C.  V 102 

Middleton,  J.  A 91 

Mitchell,   A.    E 95 

Moorhead,  J.  C 9S 

Mosher,   F.   R 583 

Mozier,  A.  M 99 

Flatten,  J.   W 93 

Pindell,   T.   H 105 

Reisler,  E,  T sSS 

Reynolds,  C.  C 108 

Reynolds.  Orlando   586 

Roberts,   D.   I : 89 

Sheffer,   E.    B 93 

Staples,  J.  B 587 

Thomas.  E.  B 83 

Thompson,  G.  A loi 

Tucker,  J.   C 583 

Van  Keiiren,  Geo 99 

HISTORY  OF  B.  OF  L.  E 113 

OFFICL\LS  OF  THE  B.  of  L.  E 119 

BIOGRAPHIES: 

Arthur,  P.  M 119 

Ingrahani,   T.   S 121 

Youngson,  A.  B rig 

PORTRAITS: 

Arthur.  P.  U 118 

Ingraham,  T.   S 120 

Youngson,  A.  B 120 

FRIENDS  OF  THE  B.  OF  L.  E 121 

BIOGRAPHIES: 

Coffin,  J.  S 121 

Miller,  Gen.  Charles  121 


PORTRAITS: 

Coffin,   J.    S 123 

Miller,   Gen.   Charles    123 

SUBDIVISIONS  OF  THE  B.  OF  L.  E.,  ERIE 
SYSTEM   12A 

ROSTERS  OF  THE  B.  OF  L.  E..  ERIE 
SYSTEM  126 

BIOGRAPHIES  OF  ERIE  ENGINEERS 136 

Acker,  Frank  D 136 

Albright,  Frank   136 

Alexander,  Seth  136 

Alexander,  Edgar  W 138 

Alger,  Charles  H 138 

Allen,   Charles  A 138 

Amey.    C.    H 138 

Anderson,  John  E 140 

Anderson.  William  H 140 

Angle,   Charles   D 140 

Annan,   David   B 142 

Armstrong,   Joseph    144 

Armstrong,    Wesley    C 142 

Aular,  George  W 144 

Aumock,    William    C 144 

Aungst,  Frederick  F 146 

Auryansen,  Abraham  I 146 

Averill,  George  1 146 

Badgley,  George  A 148 

Baker.  James  M 148 

Baker,  W.  B 148 

Baldwin,   Alfred    C 150 

Ball,  George  W 150 

Ballard.  August  L 150 

Banta.  Charles  H 152 

Barry,   James    i\I 152 

Beaver,  Albert  M 152 

Beckhorn.  Samuel  W 154 

Beching.   C.   H 154 

Beil,  William  A 158 

Bell,  Asa 156 

Benson,  Gilbert  B 154 

Benstead,  Richard  J 156 

Berge,    Louis    156 

Bernard,  John  W 158 

Bicknell,   Hiram  D 158 

Biggs,  Nicholas   158 

Bissell,  Allen   B 160 

Black,   Edward   D ; 162 

Blake,    Frederick    E 162 

Bliss,  Charles  E 162 

Elizard,  Charles  W 164 

Blocker,   E.  S 164 

Blood,  Wellington  W 166 

Boalt,  Edward  S 166 

Bodley,    George    L 174 


TABLE  OF  CONTENTS. 


13 


Bogardus,   Frank  H 174 

Boggs,  James  S 168 

Bolton,    Enos    168 

Booth,    C.    E 170 

Bork.  A.  A 170 

Bosworth,   C.   G 172 

Boughton,    F,    C 172 

Boyden,   Sidney    E 17a 

Boyden,  William  176 

Boyden,   Watson   176 

Bojle,  John  C 176 

Brannen,  John  J 178 

Brayton,    Edward   H 178 

Brick,  Anthony   179 

Briggs,   George    179 

Brinkel,    Jacob     180 

Briney,  James    180 

Brown,  Elmer  W 178 

Brown,    Charles   E 181 

Brown,  Charles  A 180 

Brown,   George   W 181 

Brown,  Benjamin  Frank  181 

Brown,   Philo  F 182 

Brumbaugh,  John  182 

Bruner,  John  F 183 

Brunett,  Jacob  P : 183 

Buckley,  Jeremiah  H.,  Sr 184 

Buckley,  Jeremiah  H..  Jr 184 

Buckley,  Jerry  J 184 

Burke,   Michael    1S4 

Burnison,  Alexander   185 

Burns,  Abraham    185 

Burrows,   Erwin   C 185 

Bush,   George   186 

Butler,   D.   C : 186 

Bryan,  Abner  G 187 

Callahan,    John    187 

Callahan,  Thomas  188 

Cahalane,  Patrick  J 187 

Campbell,  M.   P 18S 

Campbell,  Stephen    188 

Campbell,  Thomas    igo 

Campbell,   William    190 

Campman,   Gold   R 190 

Cantwell,  Robert   192 

Carr,  John   C 192 

Carskadden,  Alanson  L 192 

Carter,  John    194 

Caskey,  Clark  194 

Carey,   David   E 195 

Casey,   George    196 

Caughey,    George    H 196 

Chapman,  J.  K 196 

Chick,    William    H ig5 

Church,  Charles  C 19S 


Clark,  Christopher  F 198 

Clark,   Charles  L 198 

Clark,  Wallace  202 

Clarke,  Sidney  S 200 

Class,   Erwin  H 202 

Clendening,   Henry  W 202 

Clifford,  John  D 204 

Cochrane,  Samuel   206 

Cole,    Isaac    206 

Colligan,  T.  J 206 

Collins,   A.    E 208 

Conklin,  Edward  208 

Conklin,  George  H 208 

Conn,  William    210 

Connolly,  J.  S 210 

Connon,   Frederick  S 210 

Cook,  Winthrop  H 212 

Cooke,  John  E 212 

Cooper,  John  A 214 

Corbett,   James   P 214 

Corlett,  Sanford  G 214 

Corwin,   Frank  D 215 

Cox,  Erastus  H 215 

Cox,  William  G 216 

Craft,   Richard  A 216 

Craft,    Dwight    216 

Cragan,  John    216 

Crane,  James   E 218 

Creegan,    Daniel    218 

Crosby,  Walter  T 220 

Grossman,   Irwin    H 220 

Crow,  Albert  D 221 

Crumb,  George  B 221 

Cull,   John  J 221 

Cummings,  Frank  W 222 

Cummings,  Hannibal  222 

Curran,  Peter   222 

Curran,  William  H 224 

Currey,  Archibald   224 

Currier,  John  J 225 

Curtis,    Matthew   J 225 

Daley,   Michael  J 225 

Daley,   James   W 225 

Dando,   Joseph    M 225 

Darr,  Isaac  Newton   226 

Darr,   John   W 226 

Davies,  Charles  H 228 

Davis,    Gad    228 

Davis,   Guy  W 228 

Davis,  William  F 230 

Davis,  John  M 230 

Day,  Abendigo  230 

Daze.  John  J 232 

Deane,   Frank  M 232 

Dc  Baun,  Frank  E 234 


14 


TABLE  OF  CONTENTS. 


Decker,    Robert  A..   Jr 234 

Demarest,  John  F.   H 236 

De  Muth,  Lewis  L 236 

Dewey,    Matthew    236 

Dice,  John  238 

Dick,  Thomas  J 238 

Diday,   John    238 

Diehl,  Perry  A 240 

Dill,  Thomas  240 

Dill,  Charles  H 242 

Dill,  Hany  E 242 

Dillon.  Andrew  J 240 

Dinsmore,  George  W 242 

Doe,  James  E 244 

Dollard.  Michael   244 

Donnelly,  John  T 246 

Donovan,   John    B 248 

Donovan,  Patrick  J 248 

Dooley,  William  H..  Jr 246 

Dooley,  William  H.,   Sr 246 

Doty,   Charles  J 250 

Douglas,  James  J 250 

Douglas,  Samuel  C 252 

Draa,  David  T 252 

Driscoll,  Daniel  252 

Drummond,  James   254 

Duffy.  Michael  254 

Dugan,   Cornelius   254 

Duley,   John    256 

Dunbar,  William  B 256 

Dunbar,   Charles  F 257 

Dunham,  James  H 257 

Dunlea,  John   258 

Dunn,  George  A 258 

Dunn,  William  C 258 

Dwight,   R.   L 259 

Eastman,  Herbert  259 

Eckert,  Peter  J 260 

Eckenroad,  James  260 

Eden,  Ernest  S 260 

Ehricks,   Henry    260 

Emerick,   William   F 261 

Emmons,    William    261 

Erlenbaugh,  John  H 262 

Esson.  Richard  J 262 

Farrell,   Benjamin    R 264 

Farrell,   Frank  M 264 

Farrell,    Frank    264 

Fetters,   William    264 

Feeney ,   Thomas   266 

Fields,  Walter  T 266 

Fisher,  Adam   266 

Fitzgibbons,  William  J 266 

Fleet,  William  D 267 

Fligle,   Isaac   267 


Flint.  Harry  G 267 

Foley,  John  J 268 

Folland,    Richard    268 

Folwell,   Charles  V 268 

Forbes,   Melvin   L 270 

Fordyce,  George  H 270 

Fordyce,  Jaines   H 272 

Forney,  William  H 272 

Forrestel,  Richard  2T}, 

Foster,   Frank   G 274 

Foster,  John  S , 274 

Fox,  Albert  W 276 

Frack,  Charles   276 

Fralick,   Elias   H 276 

Frank,  A 278 

Frank,   Charles   L 278 

Frazee,  Charles  D 278 

Freer,    James    279 

French,   William   279 

Fuhes,  Frederick  279 

Furey,   Daniel   A 279 

Gardner.    Benjamin    281 

Gaffney,  John   281 

Gaiser,   Jacob    281 

Garrison,    Ira    E 282 

Gates,    Leo    282 

Gemmer,   William    C 282 

Gerhart,   August    284 

Garlach,   Charles   284 

Gerlach,    Joseph    286 

Gesamen,  Emerson  F 286 

Gilkey,  H.  D 286 

Ginnaven,  Charles  W 288 

Gleason,   H.   P 288 

Goble,  Richard  288 

Goode,    Lemuel    289 

Goodale.  John  M 289 

Gould,  Joel  F 289 

Gould.  Philip  K 291 

Graham,  Allen  C 291 

Granger,  J.  H 291 

Grass,  Joseph  B 291 

Gray,   Harry   292 

Grayless,  Frank  W 292 

Greeg,  Prosper  D 292 

Green,  Jacob  B 294 

Green,  James  D 296 

Green,  Martin  V 294 

Griffin,  James  B 296 

Gritman,  Samuel  S 296 

Grommoll,  John   F 298 

Grothenrath,  William   C 298 

Grotz,  Charles  E 298 

Guest,  Lyman  C 300 

Gurley,  Eber  A 300 


TABLE  OF  CONTENTS. 


15 


Guthier,  Edward  A 302 

Hale,  Henry  S 302 

Hamilton,   E.   B 30<3 

Hale,  James  M 304 

Harding,  Edward  S 3^4 

Hafner,  Benjamin   3'34 

Haire,    John    308 

Haley,   John    3o6 

Hall,  Charles  F 30S 

Halloran,   Patrick   308 

Hamilton,  Frank  T 309 

Hammond,  Charles  W 309 

Hammond,   J.    A 309 

Haney,   William  J 310 

Hanners,  Charles  L 310 

Hasbrouck,  Isaac  L 306 

Haynes,-  H.   S 310 

Headley,  Samuel  M 312 

Healy,   Martin    3'^- 

Heckling,    Henry    3^4 

Hedglon,   Erastus    ■ 3I4 

Heinselman,    David    3^4 

Helm,   Eugene   Floyd 316 

Helm,  William  F 316 

Helmke,  A.  H 3l6 

Hickey,  D.  L 3l8 

Hickson,  T.  W 3i8 

Hinchey,  Thomas   3i8 

Hoadley,    Herman   C 320 

Hoar,  Francis 320 

Hoffman,  James  E 322 

Hoffman,  Fred  322 

Hoffman,  S.  W 322 

Hogan,  John  P 322 

Hogan,   T.   J 324 

Holmes,   John    C 324 

Hood,  William  A 324 

Horrigan,  Patrick  326 

Horring,  Jacob  P 304 

Horton,  George  H 326 

Houck,  Charles  T 326 

Houghton,  Jerome  M 327 

Howe,  Warner  327 

Howell,  George  Irving  328 

Hubler,  Angus  E 328 

Hudson,  Oscar  330 

Huffman,  I.   1 330 

Hughes,  J.  J 332 

Hughes,  William   B 322 

Hughes,  William   332 

Hull,  William  J 332 

Humberger,  Edward  L 334 

Huston,  Frank   334 

Hyatt,  Wallace  334 

Ihlefeldt,    .\ugustus    336 


Jacobs,  John  W 336 

Jaggers,  Alfred  B 336 

Johnson,  Augustus  H 338 

Johnson,  Edward  A 338 

Johnson,  J.  Gilbert  338 

Johnson,  Joseph  W 339 

Johnson,  Samuel   340 

Jones,  Charles   P 340 

Jones,  George    W 340 

Jones,  Harry  C 342 

Jones,  John  Herbert   342 

Jones,  Samuel  342 

Jones,  William  Henry  344 

Jordan,   Abraham    344 

Jourdan,  Amidy  H 344 

Judd,  Alvin  N 346 

Jurisch.  C.  A 346 

Kane,  John    346 

Kane,  Michael  H 348 

Karnes,  Elmer  E 348 

Kavanaugh,   Edward 350 

Kaupp,   William   E 350 

Kearins,    Charles  J 352 

Keeler,   C.   F 352 

Keena,    John     352 

Kehler,   W.   George   352 

Keller,   Fred   354 

Kelley,   Edward   354 

Kelly,    Warren    Scothorn    355 

Kelley,  James   355 

Kelley,  John  H 355 

Kells,   Ross    366 

Kelty,    John    J 356 

Kennedy,    Robert    358 

Kennedy,  William  358 

Kent,    Edward    358 

Kerr,  James  M 360 

Keyes,   John   J 360 

King,  John    362 

King,  Thomas  A 362 

Klett,  John  H 364 

Knight,    Lemuel   C 364 

Knoblow,  Peter  365 

Kolb,  William    364 

Kosinsky,  John  E 364 

Kyle,   William  Henry   365 

Kunkle,  Jacob  A 365 

LaFaver,    Frank   L 366 

Lambert,  Allen  C 367 

Laman,    Franklin    367 

Lane,  John  B 367 

Langworthy,    Ora    E 368 

Lanning,   I.   S 368 

Larkin,    Hugh    368 

Leslie,   Joseph    H 370 


16 


TABLE  OF  CONTENTS, 


Lester,  Samuel  E 370 

Linehan.  George  W 372 

Linehan.   William    372 

Linley,   Levi    374 

Lodwick,  Wallace  S 374 

Logan,  A.  W 375 

Logan,    James    376 

Lovelace.  George  E 376 

Loveland,  Louis  H 378 

Lovette,  John  B 378 

Lown,  George  R 378 

Luce,    Willis    E 380 

Lyons,    Frank    380 

Lynch,   M.   A 380 

Lynch,  Tom    382 

Lyons,  Jeremiah  J 382 

McBride,    Robert    382 

McCalley,  William  E 384 

McCannon,   William   H 384 

McCarthy,  Timothy   386 

McCauley,  John  A 388 

McClelland,   W.    F 388 

McCloskey,  Clem.  A 388 

McConkey,  Willard  E 390 

McCracken,   Isaac   E 39° 

McDargh,  William  M 39° 

McDonald,   Allen    39i 

McElwee,  Walter   392 

McFarland,  Alexander    39i 

McGilvray,  Charles  H.. 392 

McGovern,  Philip  W 392 

Mcllvaine,  Thomas  0 393 

McKee,  James   393 

McKernan,    Frank    : 393 

McKinney.   Jay    394 

McManamy,  John   F 394 

McNeill,  John  J 396 

McNerney,  P.  H 396 

Macarey.   Henry   S 398 

MacDonald.    D.    G 39i 

Mackey,   Harry    398 

Madden,  Daniel  J 398 

Madigan,    Daniel    399 

Maloney,  Thomas  J 399 

Mandeville,   Frank  P 399 

March,    John    399 

March,    Frank    4°° 

Marston,  George  (Hook) 400 

Marston,   William  H 400 

Marther,  Joshua    402 

May,  John  J 402 

Maybee,  Nicholas  H 404 

Mead,  Ira  M.   ^ 404 

Mehre.  Henry  F 40S 

Menner,  William  H 405 


Mercatoris,  M 405 

Metzger,    Charles    406 

Meuser,    Peter    406 

Meuser.  John    406 

Mills,  Josiah   408 

Mills.  J.   L 408 

Miner,  James  H 410 

Mitchell.  Joseph 410 

Moore,   Albert    410 

Moore,  Byron   C 412 

Moore,  Brison   H 412 

Moore.  George    H 412 

Moore,  George   W 414 

Morgan,   David    414 

Morrison.  Philip  E 414 

Mulvey,  John   416 

Murphy.  John  B j . .  .  .416 

Murphy,  James  M 416 

Murphy,   Patrick  F 417 

Murray,  William  J 417 

Myers,  Moses  417 

Neal,    Clarence   J 417 

Nearpass,  Walter  E 417 

Nelson,    Gorton     418 

Newberry.  William  C 418 

Niles.   D.   S 420 

Norris,  James  A 420 

Norton,  Frederick  K 420 

Northrop,  Azro   422 

O'Brien,    Luke    424 

O'Connor.    Briney    424 

O'Dell.  William  A 426 

O'Hara.  Arthur  J 426 

O'Malley.    Martin  J 428 

Oakley.   George  W 429 

Oakley.   Myron  A 429 

Oaks,  J.  A 429 

Osborn.  William   H 429 

Osgood.  Moses  L 430 

Padien.  Bernard 430 

Palmer.  Charles  F 430 

Palmer.  John  P 432 

Palmer.  Henry  S 432 

Palmitier,  Joseph  J 432 

Pangborn.   Charles   432 

Parkinson,    Edward    434 

Patterson,  Charles  W 434 

Penfield,  A,  P 436 

Penfield,  Frank  S 436 

Peters,    Edwin   F 438 

Pettitt,  Lewis  R 438 

Pettis,  Hiram  Charles  438 

Pettis,  William   440 

Pfcffer,  William  H 440 

Phillips,   Albert    44i 


TABLE  OF  CONTENTS. 


17 


Philips,  Charles   441 

Pinkney,  John  T 442 

Pierce,    Fred 444 

Pierce,   Richard    .  . .- 444 

Pierce,   Sheldon   444 

Ploutz,  Robert   446 

Plumb,    Charles    E 446 

Plummer,  Horace  W 446 

Poorman,   Edwin  H 446 

Potter,  Arthur  B 448 

Potter,  C.  K 448 

Potter,  D.   F 448 

Prine.  Josiali  448 

Putney,   J.    M 450 

Purcell,   Tobias    450 

Quilter.  John  J 452 

Quilter.  William  H 452 

Radcliffe,  Henry  C 452 

Randolph,    V.    C 453 

Reagen,  Daniel  J 453 

Reagen.  Jerry  455 

Regan,    Elhvood    455 

Reed,    Elmer   L 455 

Reeder,  James   S 456 

Redfield,  George  C 456 

Redmond,  James 456 

Reeves,  Albert  L 456 

Reilly,   Frank   459 

Ricksecker,   Michael  A 459 

Ripley,   Henry    461 

Roberts,  Edward  E 461 

Robinson,  William  H 461 

Rogers,    James    463 

Rogers,    Oliver    463 

Rogers,   William    463 

Romaine,   Charles   466 

Ronge,  John   463 

Ronk,  Josephus  B 464 

Row,  David  F 466 

Ruckle.   William ^466 

Rude,   F.   A ".467 

Ruse.   David    467 

Russell.   John    467 

Ryan,  Cornelius  467' 

Sachs,  Adam  J 469 

Sackett,    Orville    R 469 

Sadlier,  John  C 470 

Sampson,    Charles    S 470 

Sanders,  J.  R 472 

Scales,   Richard    472 

Schaaf.   Albert    472 

Schermerhorn,  Jacob   D 473 

Schilling,   Henry   ' 485 

Schindler,  John    485 

Schufelt,   James    H 486 


Scribner.  Benjamin  L 473 

See,  William  H 481 

Sellers.    Commodore   W 475 

Shade,  William  R 475 

Sliafcr.    J.    H 475 

Shane,  Richard  M 476 

Shauck,    Clinton   F 478 

Shanks.   Brenton    478 

Shattuck.    Relly    478 

Shaw,  R.  M 479 

Shay,  Matthew  H 479 

Shay.   Benjamin   483 

Shea,   Patrick   483 

Shears,  C+iarles  C.  Jr 484 

Shepherd,   William  J 484 

Sheridan,   John    484 

Shideler,  William  H 484 

Shirtliff.    Frank    486 

Showalter,  Alvin  C 486 

Shull,    Charles    489 

Shurtleff,  Walter  C 488 

Skinner,  Robert  W 488 

Slusser,  Jefferson  F 489 

Slusser,    William 490 

Smallenburg,  Minard  492 

Smith.  Cornelius    W 492 

Smith,  David   L 493 

Smith,   Frank   B 493 

Smith,  Frank  C 495 

Smith,  James    495 

Smith,  Martin     496 

Smith,  William  A 496 

Smith.  William    H 496 

Smock.  Theodore   498 

Sperring.   R.  W 498 

Springsteen,  James  498 

Springstead,  Harvey 5°° 

Spofford,  Charles  M 502 

Sprinkle,   Harman  M S02 

Stanfield,   Charles   M 502 

Stenger.  Alfred  T 504 

Stone,   Charles  F 5^4 

Storms,  William  H S04 

Slrock,    George   W 505 

Sullivan,  Thomas  F 505 

Sullivan,  John  P 505 

Sweeney,  Michael  J 506 

Sweeney,  William   507 

Sweetland,    Leroy    B 507 

Sweetman,  William   B 509 

Sweetman,  Charles  H 507 

Symonds,  Charles  E 509 

Taft,  Nathaniel  509 

Taylor,  Sextus  E SlI 

Taylor.  Robert  J 511 


18 


TABLE  OF  CONTENTS. 


Teihune,  John   M 513 

Thayer,  William  D 513 

Thomas,  George  H. 514 

Thompson,  Frank  H 514 

Thompson,  Neil  S 514 

Thornhill.    R.    K 516 

Thornton,   Edward     516 

Tierney,  John   518 

Tiffany,  William  H 516 

Tomlinson,  Joseph  W 518 

Tousley,  James  518 

Tracht,  Florence  E 521 

Tracht.  Richard  G 521 

Trott.  William  H 523 

Truesdale,    Frank    523 

Truex,   George  ^I 523 

Truman,    Lafayette    F 525 

Turner,   Merritt   518 

Tuskey,    James    520 

Ulery,    Cuesta   A 527 

Vail,  Henry  ]M 527 

Van  Dine,   William    529 

Van  Gordon,   E.  R 529 

Van  Noye,  Augustus  529 

Van  Orden,  John  L 530 

Van  Slyke,  F.  Eugene  532 

\^enner,  Thomas  W 532 

Vernold,   E.   M 532 

Voorhis.  Calvin   '. 533 

Voorhis,  Garret  A 533 

Walker,  J.   Frank    533 

Walker,  William  A 535 

Walknetz.   Edward    535 

Walknetz,  William  J 535 

Wallace,  George  W 537 

Walsh,  John  P 537 

Walters,   Christopher   538 

Waterbury,  Luther  W 538 

Watson,    George    538 

Watts,  Harry  V 539 

Webb,  Byron  H 539 

Weed,  Joseph  W 540 

Welch,  Jack 540 

Welch,   James   A 542 

Welch,  Thomas   Danny    544 

Welsh.  John  H 542 

Welsh.  Thomas    544 

Wemple,  Jay  D 544 

Wcstfall,   Samuel   M 546 

Wcstfall,  Lyman  D 546 

Whalen,    John    548 

Wharton.  Edward  J 548 

Wharton,   John  T 548 

Wheeler,  Clarence  L 550 

Wheeler,  John  F 552 


Whelan,  Edward  F 552 

Whelan,   Benjamin   C .552 

Wiegand,  August    552 

^^'ilb^r.  Marion  W 554 

Wild.  James  A 554 

Wilks,    Lewis    554 

Willets.  William  H 555 

Will.    Curtis   L 555 

Williamson.  George  R 557 

Williams.   Henry  W 557 

Williams.  James  A 557 

Williamson.  Lafayette   559 

Wilson,   David   559 

Vv'ilson,  J.   R 559 

Wilson,  John  T 560 

Winegar,  Clark  D 560 

Winfield,  David  R 560 

Witherstay,    Frank   ■ 562 

Wixted,    Henry   J 562 

Wolcott.  William 562 

Wonderly,  John  564 

Wolfe.   George   564 

Woodard,  Charles  566 

Wood.   James   H 567 

Wood,  Herbert  S 569 

Woods,  John  H 566 

Wright.  William  L 569 

Wyman.  Charles  E 569 

York,  Joseph    570 

Young,  J.  P 570 

PORTRAITS  OF  ERIE  ENGINEERS 137 

Acker.  Frank  D 137 

Albright,  Frank  G 137 

Alger,   Charles   H 139 

Amey,  C.  H 139 

Anderson,  William  H 141 

Angle,   Charles  D 141 

Annan,    David    B 143 

Armstrong,    Joseph    589 

Armstrong,  Wesley  C 143 

Aular,   George  W 145 

Aumock,  William  C 145 

Auryansen,  Abraham  1 147 

Averill,   George   1 147 

Baldwin,   Alfred    C 149 

Ball.  George  W I49 

Ballard.  August  L 589 

Banta.  Charles  H 151 

Barry,  James  M 151 

Beeching,  C.  H I53 

Benstead,    Richard   J I53 

Berge,    Louis    155 

Bicknell,  Hiram  D 155 

Eissell,  Allen  B I57 


TABLE  OF  CONTENTS. 


Black,   Edward  D 157 

Bliss,  Charles  E 159 

Blizard,  Charles  W 159 

Bodley,  George  L 161 

Bogardus,  Frank  H 161 

Bolton,   Enos    163 

Booth,  C.  E 163 

Bosvvorth,  Charles  G 165 

Boughton,  F.  C 165 

Boyden,    Watson    169 

Boyden,  William   589 

Brannen,  John  J 169 

Brayton,  Edward  H 167 

Brick,    Anthony    167 

Brinkel,  Jacob   17' 

Brown,    Charles   A i/i 

Brown.    Charles    E I73 

Brown,  Elmer  W 173 

Brown,   Philo  F 175 

Bruner,  John  F I7S 

Bnmett,  Jacob  P i77 

Buckley,  Jerry  J I77 

Cahalane,   Patrick  J 189 

Callahan,  Thomas  189 

Campbell,  M.  P 191 

Campbell,  Thomas   191 

Carey.  David  E 193 

Carter.  John   193 

Carskadden.  Alanson  L I97 

Caskey,    Clark    I97 

Church,   Charles   C 199 

Clark.  Charles  L..  and  his  son  199 

Clarke,   Sidney  S 201 

Class,  Erwin  H 201 

Clendening.  Henry  W 203 

Clifford.  John  D 203 

Cochrane,  Samuel  205 

Colligan,  T.  J 205 

Collins,  A.  E 207 

Conklin,    Edward    207 

Conklin,  George  H 209 

Conn,  William   209 

Connon,  Frederick  S 211 

Coover,  Levi  H 211 

Corbett,  James   P 213 

Corlett,  Sanford  G 213 

Craft,  Richard  A 217 

Creegan,   Daniel    217 

Crosby,  Walter  T 219 

Call,  John  J 219 

Cummings.  Frank  W 589 

Cummings.  Hannibal  223 

Curran,    Peter    590 

Curry,  Archibald  223 

Curtis,  Matthew  J 22? 


Dando,    Joseph    M 227 

Darr,  Isaac  N 229 

Darr,  John  W 229 

Davies,   Charles  H 231 

Davis,   Guy  W 231 

Davis,  John  M 233 

Davis,  William  F 233 

Day,   Abendigo    235 

De  Baun,  Frank  E 235 

Decker,  Robert  A.,  Jr 237 

Demarest,  John  F.  H 237 

Demuth,  Lewis  L 2.59 

Dinsmore,  George  W 2.39 

Dewey,  Matthew  241 

Dill.  Charles  H 241 

Dill,   H.   E 243 

Dollard,    Michael    243 

Donnelly,  John  T 245 

Donovan,  Patrick  J 245 

Dooley,    William,    Sr 247 

Dooley.  William  H.,  Jr 247 

Drummoiid,    James    249 

Duley,   John    249 

Dunbar,  William  B 251 

Dunlea,  John   251 

Dunn,  William  C 253 

Eckenroad,   James    253 

Eden.   Ernest  S. 255 

Ehricks.   Henry   255 

Elliott,  A.   E 263 

Erlenbaugh,  John  H 263 

Esson,  Richard  J 265 

Everett,  G.  W 59° 

Farquharson,  William  59° 

Fetters,    Wm 265 

Fligle,  Isaac   59° 

Foley,  John  J 269 

Folwell,  Charles  V 269 

Fordyce,  George  H 271 

Fordyce,  James  H 271 

Forney,  William  H 275 

Foster,  Frank  G S9i 

Foster,  John  S 275 

Fox,  Albert  W 277 

Frazee,    Charles   D 277 

Freeman,    Hiram    591 

Fuhes,  Frederick  591 

Furey,  Daniel  A 280 

Gaiser,  Jacob    285 

Garlach,   Charles   280 

Gates,  James   C 591 

Gesamen,  Emerson  F ,.  .285 

Ginnavan.  Charles  W .283 

Gable,    Richard    283 

Goode.   Lemuel    287 


20 


TABLE  OF  CONTENTS. 


Gould,  Joel  F 287 

Graham,  Allen  C 594 

Grass,  Joseph  B 290 

Grayless,  Frank  W 293 

Green,  Jacob   B 290 

Green,  James   D 293 

Green,  Martin  V 295 

Gritman,  Samuel  S 295 

Grommoll.  John  F 297 

Grotz,  Charles  E 297 

Guest,  Lyman   C 299 

Gurley,  Eber  A 299 

Guthier,  Edward  A 301 

Hafner,  Benjamin  592 

Hale,  Henry  S 301 

Haley.  John    303 

Hamilton,   E.   B 303 

Hamilton,  Frank  T 305 

Haney,  William  J 305 

Hanners,  Charles  L 307 

Harding,  E.  S 307 

Headley,  Samuel  M 311 

Heckling.  Henry  311 

Helm.  Eugene  Floyd  313 

Helm.  William  R.  and  daughter  313 

Helmke,   A.   H " 315 

Hickey,   D.   L 315 

Hickson,   T.   W 317 

Hinchey,  Thomas   317 

Hoadley,  Herman  C 319 

Hoffman.   Fred 319 

Hoffman,  James  E 321 

Horrigan.  Patrick  321 

Houghton.  Jerome  M ,  .325 

Howe,   Warner    323 

Howell,   George   1 323 

Hudson,    Oscar    ;^2^ 

Huffman,  L  1 329 

Hughes,  William   B 329 

Hull,  William  J 331 

Humberger,  Edward  L 331 

Hyatt,    Wallace    333 

Ihlefeldt,  Augustus  333 

Johnson,  J.  Gilbert 335 

Johnson,  Joseph  W 335 

Johnson,  W.  A 337 

Jones,  George   W j^y 

Jones,  John   Herbert 341 

Jones,  Samuel     341 

Jordan,  Abraham    343 

Jourdan,  Amidy  H 343 

Judd,  Alvin  N 345 

Jurish,  C.   A 593 

Kana,  John   345 


Kaupp.  William  E 347 

Kavanaugh,   Edward    347 

Kearins,  Charles  J 349 

Keena,  John   593 

Keller,   Fred   349 

Kelley,  Edward   351 

Kelly,  Warren  S 351 

Kells,   Ross   593 

Kelty,  John  J 353 

Kennedy,  William  353 

Kent,  Edward 357 

Keyes,  John  J 357 

King.  John   359 

Knight,    Lemuel   C 359 

Knoblow.  Peter  361 

Kosinsky.  John  E 361 

Kyle,   William    363 

La  Faver.  Frank  L 363 

Larkin.  Hugh  369 

Leslie,  Joseph  H. 369 

Lester,   Samuel   E 371 

Linehan,   George  W 594 

Linehan.   William    371 

Linley.    Levi    373 

Lodwick.  Wallace  S 373 

Logan.  A.  W 594 

Logan.  James  377 

Lovelace,  George  E 377 

Loveland,    Amos 378 

Lown,  George  R 379 

Luce,  Willis  E 379 

Lynch,  M.  A 381 

Lyons,  Jeremiah  J 381 

McBride.    Robert    383 

McCalley,  William  E 383 

McCannon.  William  H 385 

McCarthy,  Timothy  385 

McCauley.  John  A 387 

McCloskey,  Clem  A 387 

McConkey.   Willard   E 389 

McIIvaine,  Thomas  0 389 

McKee,  James   395 

McKernan,   Frank    592 

McNerney.   P.  H 395 

MacDonald,  Duncan  G 397 

March,  Frank  397 

Marston,  Geo.  (Hook)   401 

Marston,   William   H 594 

Marther,   Joshua   592 

Maybee,  Nicholas  H 401 

Mercatoris.    M 403 

Merritt.  George   403 

Meuser,  John   407 

Mills,  Josiah   407 


TABLE  OF  CONTENTS. 


21 


Moore,  Albert 409 

Moore,  Byron  C 411 

Moore,  Brison  H 41 1 

Moore,  George  H 409 

Morgan,  David   413 

Murphy,  James  M 4^5 

Murphy,  John  B 413 

Myers,  Moses  415 

Nearpass,  Walter  E 419 

Nelson,  Gorton   419 

Newberry,  William  C 4-i 

Niles,  D.  S 4-'i 

Northrop,  Azro   4^3 

Oakley,  Myron  A 431 

Oakley,  George  W 427 

O'Brien,   Luke   423 

O'Connor,  Briney  425 

O'Dell,  William  A 42S 

O'Hara,  Arthur  J 427 

Osgood,  Moses  L 595 

Palmer,  Charles  F 431 

Pangborn,  Charles   433 

Patterson.  Charles  W 433 

Penfifld,  A.  P 435 

Penfield,   Frank  S 435 

Peters,   Edwin   F 437 

Pettis,    Hiram   C 437 

Pettis.   William    440 

Pettitt,  Lewis  R.,  and  granddaughter 439 

Phillips,  Albert   439 

Phillips,  Charles 443 

Pierce,   Fred    443 

Pierce,   Richard    44S 

Pierce,  Sheldon    445 

Pinkney,  John  T 447 

Ploutz,  Robert  447 

Potter,  Arthur  B 449 

Purcell.  Tobias 449 

Quilter,  William  H 451 

Ripley,  Henry 462 

Radcliffe,  Henry  C 451 

Reagen,  Daniel  J 454 

Redmond,   James    454 

Reed,  Elmer  L 457 

Reeder,  James  S 457 

Reeves,  Albert  L 458' 

Regan,  Ellwood  458 

Reilly,  Frank    460 

Richardson,  Edward  E 460 

Romaine,  Charles  462 

Ronge,  John  465 

Row,  David  F 465 

Ruckle,  William 595 

Rude,   F.  A 468 

Sackett,  Orville  R 468 


Sampson,  Charles  S 471 

Schermcrhorn.  Jacob  D 471 

Schindlcr,  John   474 

Scribncr,  Benjamin  L 474 

Shane,  Richard  M 477 

Shattuck,   Relly    477 

Shaw,   R.   M 480 

Shay,  Benjamin  480 

Shay,  J\L  H 482 

Shepherd,  William  J 482 

Shirtleff,   Frank   487 

Slusser,  Jefferson  F 487 

Slusser,  William 491 

Smallenburg,   Minard    491 

Smith,  Cornelius  W 494 

Smith,  David  L 493 

Smith,  Frank  C 494 

Smith,  James    497 

Smock,  Theodore   497 

Snyder,  C.  A 499 

Springstead,   Harvey    499 

Springsteen,  James  501 

Sprinkle,  Harman  M 501 

Steel,   John    503 

Stuart,  O.  K 595 

Sullivan,  Thomas  F 503 

Sweetman,  William  B 508 

Sweetman,  Charles  H 508 

Swift,  James  R 510 

Taft,    Nathaniel    510 

Taylor,  Robert  J 512 

Taylor,  Sextus  E 512 

Thayer,  WilTiam  D 515 

Thomas,  George  H 515 

Thornton,    Edward    517 

Tierney,  John  517 

Tiffany,   William   H 519 

Tomlinson,  Joseph  W 519 

Tracht,  Florence  E 522 

Tracht,  L.  B 595 

Tracht,  Richard  G 522 

Truman.  La  Fayette  F 526 

Turner,   Merritt   526 

Tuskey,  James   524 

Ulery,   Cuesta   A 524 

Vail,  Henry  M 528 

Van  Demark,  James 528 

Van  Orden,  John  L 531 

Van  Slyke,  F.  Eugene 531 

Voorhis,  Garret  A 534 

Van  Wormer,  Engr 596 

Walker,  William  A 534 

Walknetz,  Edward   536 

Wallace,  George  W 536 

Weed,  Joseph  W 541 


TABLE  OF  CONTENTS, 


Wiegand,  August   541 

Welch,  James  A 543 

Welch,  Thomas  Danny  ;,43 

Welsh,  John  H 545 

Wemple,   Jay   D 545 

Westfall,  Samuel  M 547 

Westfall,   Lyman  D 547 

Wharton,  Edward  J 549 

Wharton,  John  549 

Wheeler,  Clarence  L 551 

Wheeler,  John  F 551 

Whelan,  Benjamin   C 553 

Wilde,  James  A 553 

Will,  Curtis  L 556 

Willets,  William  H 556 

Williams,  Henry  W 558 

Williamson,   George   R 596 

Wilson,  J.  R 5g5 

Wilson,  David   558 

Winfield,  David  R 561 

Witherstay,  Frank 563 

Winegar,  Clark  D 561 

Wolcott,  William 563 

Wonderly,  John  , .  565 

Wood,  Herbert  S 568 

Wood,  James  H 568 


Woods,  John  H 565 

York,  Joseph    596 

AN   OLD   BOOK  OF   RULES 597 

ROSTER  OF  ERIE  ENGINEERS 607 

ILLUSTRATIONS: 

New  York  &  Erie  Poster  of  1851 30 

Early  Passes  Used  on  the  Erie 23 

World's  Fair  Engine 26 

Scenery  Along  the  Erie  42 

The  Valley  of  the  Neversink 44 

Starrucca  Viaduct  45 

Picturesque  Erie   48 

Elmira,    New   York,   in    1851 50 

Marquis  of  Salamanca  53 

Time  Table  of  185 1  54 

Birdseye  Views  Along  the  Erie 57 

Letters   of   President   Moran   and   Superin- 
tendent Minot 61 

Erie  Landscapes   65 

Opening  of   A.    &   G.   W.   at    Meadville   in 

1864    69 

Wreck  of  Train  5  on  March  22,  1899 73 

Illustrations  of  Susquehanna  Shops 74-79 

Interior  of  Offices  at  Susquehanna  Shops. 80-81 
Board   of   Adjustment,    B.    of    L.    E.,    Erie 
System    125 


LETTERS  OF  ENDORSEMENT. 


Brotherhood  of  Locomotive  Engineers. 
Division  221. 

Huntington,  Ind. 
A.  B.  Youngston.  Esq.,  Assistant  Grand  Chief  B.  of 
L.  E.,  Cleveland,  Ohio. 
Dear  Sir  and  Brother:  This  will  introduce  to  you 
Mr.  Edw.  O.  Brutch  of  Erie  Dispatcher's  Office,  Chi- 
cago, vvfho  represents  the  publishers  of  American  Loco- 
motive Engineers.  The  movement  is  indorsed  by  this 
division,  and  we  respectfully  desire  your  approval  and 
the  indorsement  of  the  Grand  Lodge.  You  will  find 
him  absolutely  straight  and  honorable  in  all  his  deal- 
ings, and  any  confidence  you  may  repose  in  him  will 
not  be  misused. 

Assuring  you  any  courtesies  you  may  extend  to  him 
will  be  much  appreciated  by  Division  221,  I  am. 
Fraternally  yours, 

JOHN  WONDERLY,   C.E. 
Approved:     A.  P.   PENFIELD. 


Brotherhood  of  Locomotive  Engineers. 
Division  No.  16. 

Ed.  Parkinson.  C.  E. 
E.  Boday,  F.  A.  E. 

Gallon.  Ohio. 
Brother  Shay:  In  answer  to  your  letter  with  cir- 
cular attached  from  Mr.  E.  O.  Brutch,  relating  to 
history  of  American  Railroad  Engineers,  I  will  state 
that  I  brought  the  matter  up  at  our  last  meeting  and 
am  very  happy  to  inform  you  that  Division  16  endorsed 
it.  We  all  think  it  will  be  a  very  interesting  book  and 
ought  to  sell  quick.       Yours  fraternally, 

ED.  PARKINSON,  C.  E. 


Brotherhood  of  Locomotive  Engineers, 
Friendship  Division  No.  329. 
J.  B.  Donavan,   C.   E. 
J.  E.  Farrell,  F.  A.  E. 

Youngstown.  Ohio. 
E.  O.  Brutch.  Esq. 

At  a  regular  meeting  of  Division  No.  329,  B.  of  L.  E., 
your  letter  was  read  and  unanimously  adopted  indors- 
ing the  movement  of  publishing  the  history  of  Ameri- 
can Locomotive  Engineers. 

Very  truly  yours. 

J.  E.  FARRELL. 


Brotherhood  of  Locomotive  Engineers, 
Charles  Miller  Division  No.  43. 

Meadville,    Pa. 
Publishers  American  Locomotive  Engineers. 

Gentlemen:  Your  letter  of  the  i8th  inst.  was  pre- 
sented to  Division  43,  B.  of  L.  E.,  and  its  object  ex- 
plained by  your  representative,  Mr.  Brutch.  Would 
say  we  heartily  endorse  your  line  of  work  and  will 
cheerfully  furnish  you  with  such  data  as  we  have  at 
our  command  to  assist  you  in  completing  the  biogra- 
phies for  your  work.       Respectfully, 

H.  CUMMINGS.  F.  A.  E. 


Brotherhood  of  Locomotive   Engineers, 
Buffalo  Division  No.  15. 
J.  R.  Swift,  C.  E. 

Buffalo,  New  York. 
E.  O.  Brutch,  Esq.,  care  of  Publishers  American  Loco- 
motive Engineers. 
The  officers  and  members  of  Division  15  endorse  the 
idea  of  the  work  you  have  started  and  believe  such  a 
book  will  be  beneficial  to  railroad  men.  We  will  fur- 
nish such  data  and  matter  as  we  can,  to  help  along 
with  the  undertaking.       Respectfully, 

T.   R.   SWIFT.   C.   E. 


Brotherhood  of  Locomotive  Engineers, 
Division  47. 

Hornellsville.  New  York. 
.Mr.  Edw.  O.  Brutch. 

Dear  Sir:  The  article  relative  to  a  Biography  of 
Locomotive  Engineers,  including  the  Erie  system, 
which  you  presented  to  our  division  at  its  last  regular 
meeting,  has  been  considered.  A  resolution  was  of- 
fered and  adopted,  "That  we  endorse  this  movement, 
relative  to  a  Biography  of  Locomotive  Engineers." 
Respectfully  yours. 

W.  A.  :^IARTIN.  F.  A.  E. 


Brotherhood  of  Locomotive  Engineers. 
Division  d^. 

Dunkirk.  New   York. 

Mr.  Edw.  O.  Brutch,  Chicago,  111. 

Dear  Sir:     At  a   regular  meeting  of  above  division 


34 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


25 


ing  the  history  of  the   Erie  and  biographies  of  its  en- 
gineers was  fully  endorsed  by  this  division. 
Respectfully  yours, 

S.  PIERCE,  F.  A.  E. 

WM.    M'CANNON,    Chief. 


!  E.  O.  BRUTCH. 

Special  Representative  of  tlie  Crawford- 
Adsit  Company. 


your  letter  was  read  and  adopted.     We  will  gladly  as- 
sist you  in  this  great  undertaking. 

Very  truly  yours. 

W.  S.  SEYMOUR,  F.  A.  E. 


Brotherhood  of  Locomotive  Engineers, 
Bradford  Division  No.  280. 

Bradford.  Pennsylvania. 
E.  O.  Brutch,  Esq. 

Dear  Sir:  After  explaining  the  object  of  your  visit 
to  the  members  of  Division  No.  280  at  its  last  meeting. 
February  20,  they  unanimously  adopted  the  history  of 
American   Locomotive  Engineers. 

A.  W.  FOX,  C.  E. 

G.   P.  CLOUGH.  F.   A.  E. 


Brotherhood  of  Locomotive  Engineers, 
Starrucca  Division  No.  137. 

Susquehanna.  Pennsylvania. 
Publishers  American  Locomotive  Engineers. 

Dear  Sirs:    At  a  regular  meeting  of  Division  137  the 
representation  made  by  Mr.  Brutch  relative  to  publish- 


Brotherhood  of  Locomotive  Engineers, 
G.  W.  West  Division  No.  468. 
D.  Ponneter,  C.  E. 
A.  Ihlefeldt.  F.  A.   E. 

Carbondale,  Pennsylvania. 
E.  O.  Brutch,  Esq.,  Chicago,  111. 

Dear  Sir:  By  motion  of  George  W.  West,  Division 
No.  468,  B.  of  L.  E.,  your  cominunication  in  regard 
to  a  history  of  American  Locomotive  Engineers  was 
adopted,  and  we  extend  our  aid  to  furnish  such  history 
of  the  Jefferson  Division  of  the  Erie  Railroad  as  we 
have  at  our  command.       Respectfully, 

A.  IHLEFELDT,  F.  A.  E. 


Brotherhood  of  Locomotive  Engineers, 
Port  Jervis  Division  No.  54. 
John  H.  Woods,  C.  E. 
Ed.  Salley,  F.  A.  E. 

Port  Jervis,  New  York. 
Publishers  American  Locomotive  Engineers. 

Gentlemen:  Your  letter  was  brought  to  our  atten- 
tion by  your  representative,  Mr.  Brutch,  at  our  last 
regular  meeting,  and  a  resolution  was  unanimously 
adopted  endorsing  the  movement.  We  will  cheerfully 
furnish  any  data  at  our  command  to  further  the  work 
in  completing  the  biographies  needed. 
Respectfully. 

J.  H.  WOODS,  C,  E. 


Brotherhood  of  Locomotive  Engineers, 
Hudson  Division  No.  135. 
E.  Kent,  C.  E. 
Geo.  H.  Conklin,  F.  A.  E. 

Jersey  City,  New  Jersey. 
Publishers  of  American  Locomotive  Engineers. 

Your  representative,  Mr.  Brutch,  submitted  your  let- 
ter at  the  regular  meeting  of  this  division.  After  act- 
ing upon  it,  it  was  fully  endorsed,  and  we  will  cheer- 
fully furnish  you  such  data  as  we  may  have  at  our  com- 
mand to  assist  you  in  completing  your  work.  With 
best  wishes  for  your  success,  I  aiu. 
Respectfully  yours. 

GEO.  H.  CONKLIN,  F.  A.  E. 


q 
o 


Eric  HiKiinccrs'  World's  Pair  Eiiaine. 


Any  work  purporting-  to  give  a  history  of  the  engineers  of  the  Erie  and 
their  exploits  would  indeed  be  incomplete  if  it  failed  to  do  justice  to  the  most 
noteworthy  undertaking  ever  conceived  and  carried  through  to  successful  con- 
clusion by  any  like  body— their  famous  \\'orld's  Fair  exhibit. 

The  Erie  is  a  very  old  road— a  pioneer— and  there  is  among  its  engineers 
a  feeling  of  pride  in  the  part  they  have  taken  in  making  its  history  unique,  and 
to  this  pride  is  added  a  feeling  of  kinship,  so  that  it  may  be  said  that  the  feeling 
of  the  Erie  engineer  toward  his  company  is  family  pride — they  are  proud  of  its 
history,  have  remained  faithful  through  its  many  trials  and  have  rejoiced  in  its 
growth  and  latter-day  prosperity,  with  the  feeling  that — 

"They  saw  the  work  their  hands  had  done. 
As  God  had  bade  them  see." 

Out  of  this  sentiment  arose,  in  1892,  a  feeling  that  at  the  World's  Fair  to 
be  held  the  following  year  the  Erie  engineers  should  show  to  the  engineers  of 
the  world  their  conception  of  what  a  high-speed  engine  should  be — not  the 
builder's  idea,  but  the  ideas  of  the  men  who  by  day  and  by  night,  through 
winter's  snows  ami  the  floods  of  spring,  in  burning  heat  and  biting  cold,  for 
years,  had  learned  their  lessons  in  the  stern  school  of  experience ;  lessons  well 
learned  and  resulting  in  the  mature  judgment  which  should  now  plan,  direct  and 
execute  this  novel  project. 

These  thoughts  originating  with  Air.  J.  W.  Johnson,  Road  Foreman  of 
Engines  on  the  Eastern  Division,  were  by  him  put  before  his  associates  in 
September,  1892,  and  as  the  immediate  result  an  association  was  formed  on  a 
stock-company  basis  and  subscriptions  invited.  The  shares  were  placed  at  $5 
each,  and  inquiries  were  at  once  set  on  foot  as  to  the  amount  which  would  be 
required  to  accomplish  the  desired  purpose. 

An  organization  with  J.  W.  Johnson,  Ed  Kent,  B.  Scribner  and  C.  Caskey 
at  the  head  was  formed,  and  consultations  were  held  with  President  John  Cooke 
of  the  Cooke  Locomotive  \\'orks,  and  the  dimensions  were  determined  upon. 
Mr.  Cooke  promised  the  committee  that  the  expense  to  the  body  they  repre- 
sented should  not  exceed  $5,000,  and  entered  into  the  plan  with  the  utmost 
enthusiasm,  promising  for  himself  and  his  company  that  nothing  should  be  left 
undone  on  their  part — a  promise  faithfully  and  literally  adhered  to. 

At  the  second  meeting  of  the  association,  held  at  the  Engineer's  room, 
corner  Provost  and  Eleventh  streets,  Jersey  City,  November  9,  1892,  repre- 
sentatives from  many  divisions  of  the  road  were  present  and  the  enterprise 
was  gfiven  additional  impetus.     From  the  manufacturers  of  railway  material  and 


28  ERIE    RAILWAY    EDITION. 

supples  the  country  over  came  ihe  heartiest  offers  of  co-operation,  and  the 
following  contributions  were  made  : 

Otis  Steel  Company  (limited),  steel  for  entire  boiler;  National  Tube  Works 
Company,  boiler  tubes ;  Midvale  Steel  Company,  tires,  driving  and  engine  truck 
axles,  crank  pins  and  connecting  rods,  all  of  special  steel;  Westinghouse  Air- 
Brake  Company,  air  brake ;  American  Brake  Company,  driving  and  engine 
trucks,  wheel  brake  ;  Xathan  ^Manufacturing  Company,  injectors  and  sight-feed 
lubricator ;  Ramapo  \\'heel  and  Truck  Company.  .Snow's  patent  steel-tired 
engine  and  tender  truck  wheels ;  Ashton  \'alve  Company,  patent  safety  valve ; 
Pickering  Spring  Company  (limited),  springs;  Cooke  &  Strong,  bell-ringer; 
C.  C.  Jerome,  piston  and  valve  steam  packing;  Fox  Solid  Pressed  Steel  Com- 
pany, pressed  steel  cylinder-head  casings ;  Star  Headlight  Company,  headlight ; 
Crosby  Steam  Gauge  and  \'alve  Company,  chime  whistle ;  Railroad  Signal 
Lamp  and  Lantern  Company.  l)lizzard  and  gauge  lamps  ;  American  Brake  Beam 
Company,  wrought-iron  brake  beam ;  Hoopcs  &  Townsend,  nuts ;  W.  De  Wers 
Wood  Company,  jacket  iron ;  John  McGrane,  clock ;  Cooke  Locomotive  Com- 
pany, the  drawings  complete,  together  with  additional  work  to  the  extent  of 
$2,000. 

These  were  not  presented  outright,  but  those  contributing  were  paid  pro 
rata  out  of  the  $5,000  subscribed.  Had  it  been  necessary,  or  deemed  to  be 
advisable,  $25,000  could  have  been  as  readily  raised.  Many  were  those  who 
were  disappointed  in  not  securing  some  of  the  stock,  but  it  was  deemed  the  part 
of  wisdom  to  restrict  it  to  the  original  amount. 

On  the  completion  of  the  engine  a  committee  of  engineers  visited  Mr.  E. 
R.  Thomas,  at  that  time  First  \'ice-President  of  the  road  (now  its  president) 
and  asked  his  permission  to  name  it  for  him — the  "E.  B.  Thomas" — to  which 
he  demurred,  but  when  the^•  informed  him  that  they  had  discounted  his 
permission  and  she  was  already  bearing  his  name,  he  laughingly  said  that  he 
"didn't  see  how  he  could  order  them  to  take  it  ofT,"  and  as  the  "E.  B.  Thomas" 
she  made  a  triumphant  trip  to  and  from  the  World's  Fair,  whither  she  was  taken 
under  her  own  steam,  and  pulling  a  regular  Erie  train  there  and  back. 

After  completion,  and  while  in  the  yards  at  Jersey  City,  the  engine  was 
visited  by  Mr.  M.  AL  Forney,  the  widely  known  expert  mechanic  and  engineer, 
and  met  with  his  unciualified  approval,  much  to  the  apparent  delight  of  Islr. 
Thomas,  there  and  then  present,  and  certainly  to  that  of  the  engineers. 

She  was  started  to  Chicago  April  20,  1893,  with  Train  11,  Engineer  B.  L. 
ScriVmer  and  Charles  Schrimer ;  made  up  12  minutes,  Jersey  City  to  Port 
Jervis,  88  miles.  April  20,  Train  27,  Port  Jervis  to  Susquehanna,  Engineer  C. 
Hulchizer,  104  miles:  made  up  20  minutes.  April  21,  Train  15,  Susquehanna 
to  Hornellsville,  Jud  Putney,  engineer,  144  miles;  made  up  2y  minutes.  April 
22,  Train  5,  six  vestibule  cars,  Hornellsville  to  Salamanca,  Thomas  Clark, 
engineer;  82  miles,  made  up  12  minutes.  April  23,  Train  3,  Salamanca  to 
Meadville,  J.  \\'illiams,  engineer;  102  miles,  on  time.  April  24.  Train  5,  Mead- 
ville  to  Kent,  E.  B.  Cjaskell,  engineer;  102  miles,  on  time.  April  25,  Train  5, 
Kent  to  Galion,  D.  Morrison,  engineer ;  92  miles,  on  time.     Gallon  to  Marion 


AMERICAN    LOCOMOTIVE    ENGINEERS.  29 

Junction,  light,  21  miles,  B.  Scriljner,  engineer.  April  26,  Train  5,  Marion 
Junction  to  Huntington,  H.  Skidmore,  engineer;  148  miles,  on  time.  April  27, 
Train  5,  Huntington  to  Chicago,  A.  P.  Penfield,  engineer;  142  miles,  made  up 
30  minutes,  and  in  some  places  ran  at  a  rate  of  90  miles  an  hour,  arriving  in 
Chicago  8:50  p.  m.,  April  27,  1893.  on  time. 

The  "E.  P..  Thomas"  was  the  lirst  locomotive  to  enter  Chicago  burning 
hard  coal,  and  having  demonstrated  her  wonderful  speed  capabilities,  trium- 
phantly proved  the  soundness  of  the  ideas  of  her  projectors.  Indeed,  the  whole 
trip  was  a  notable  one,  being  a  triumphal  procession — neither  more  nor  less. 
Every  village  platform  was  crowded  with  eager  onlookers ;  every  division  point 
had  its  crusli  of  gazers  and  questioners  ;  it  seemed  that  every  one  along  the 
line  had  the  success  of  the  project  at  heart,  and  if  the  engineers  of  the  Erie 
learned  nothing  else  and  profited  in  no  other  way  by  their  undertaking,  they 
at  least  found  out  that  the  people  through  wh(5se  villages  and  farms  thev  are 
ever  jiassing  were  with  them ;  that  they  admired  the  brains  that  conceived  and 
tlie  courage  that  backed  the  plan  of  which  the  "E.  B.  Thomas" — the  "Erie 
Engineers'  Locomotive" — was  the  fruition. 

And  this  career,  so  auspiciously  begun,  was  crowned  with  the  fullest  meas- 
ure of  success  at  that,  the  greatest  of  World's  Fairs.  The  only  engine  at  the 
Fair  which  was  accessible  to  the  public,  it  proved  so  great  an  attraction  that  the 
steps  of  the  cab  were  worn  away  entirely  and  had  to  be  replaced. 

Only  one  serious  oversight  is  to  be  laid  at  the  doors  of  those  in  charge — 
they  neglected  to  provide  a  register  of  visitors.  Such  a  record  todav  would  be 
of  great  interest,  containing,  as  it  nuist.  the  names  of  railroad  men  the  world 
over,  of  all  grades  and,  classes,  all  of  whom  set  the  stamp  of  approval  upon  this 
Temarkable  exhibit. 

The  General  Manager  of  Railways  for  the  Republic  of  France  was  greatly 
pleased  with  the  engine,  and  in  a  letter  to  Mr.  Ed.  Kent,  president  of  the  asso- 
ciation of  stockholders,  asked  for  a  photograph  of  it  lor  publication. 

At  the  close  of  the  Fair  the  "E.  B.  Thomas"  was  stored  for  a  time  at  the 
Cooke  Locomotive  Works,  but  when  the  Erie  Railway  came  out  of  the  hands 
of  the  receivers,  she  was  bought  b\-  the  company  from  Mr.  Ben  Scribner,  the 
stockholders'  treasurer,  for  if(j.ooo,  which  was  paid  in  sums  of  $1,000  monthly, 
and  served  to  reimburse  the  original  subscribers,  pro  rata  to  the  amount  taken. 
The  company  changed  her  designation,  and  she  is  now  known  to  every  one 
along  the  Erie  as  Engine  490.  the  "Erie  Engineers'  Engine."  and  as  long  as 
skillful  engineers  and  expert  machinists  can  keep  her  there,  so  long  will  she 
stay  on  the  rails,  fit  type  that  she  is  of  the  intelligence  and  devotion  to  duty  of 
those  who  brought  her  into  being,  a  reminder  of  by-gone  honorable  achievement 
and  a  monument  to  that  unity  of  purpose  and  strong  sense  of  brotherhood 
which  has  ahvavs  characterized  the  Erie  engineers. 


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A  SHORT  HISTORY  OF  THE  ERIE. 


In  tracing  the  history  of  the  Erie  Railroad  the  writer  fonnd  data  which 
marks  the  close  of  the  Revolutionary  War  as  the  time  when  an  "ocean  to  lake" 
thoroughfare  was  first  agitated.  Having  finished  a  long  and  hard-fought  war, 
the  colonists,  flushed  with  victory,  turned  their  attention  to  developing  the 
country  they  had  l)ought  with  tlieir  blood.  Adventurous  men  with  their  fam- 
ilies pushed  on  into  the  wilderness  and  founded  flourishing  villages,  while 
the  virgin  soil  gave  astounding  returns  to  the  agriculturists. 

The  settlers  of  central  and  western  New  York  found  themselves  each  year 
with  full  granaries  and  storehouses  with  practically  no  market.  Their  farms 
were  among  the  mountains  and  their  only  means  of  transportation  were  by 
ox  teams  to  some  river,  thence  by  slow-sailing  boats  to  New  York  City  or 
Philadelphia.  The  result  of  this  condition  was  that  farmers  raised  but  little 
more  than  was  needed  for  their  own  subsistence,  and  trafiic  with  the  larger  cit- 
ies was,  of  a  consequence,  very  small. 

The  advanced  thinkers  of  the  time  agitated  the  construction  of  a  great 
state  road  to  connect  New  York  City  with  Lake  Erie,  over  which  the  traffic 
of  the  far  west  and  the  intermediate  country  would  naturally  go  to  New  York 
City.  Trade  would  thus  be  stimulated,  great  business  houses  started  in  New 
York,  while  the  settlers  would  be  encouraged  to  develop  the  country.  The 
proiect  was  brought  before  the  Federal  Government  and  discussed;  but, 
while  most  of  the  representatives  favored  the  plan,  they  feared  they  did  not 
have  the  authority  to  act  upon  such  a  matter,  and  thus  it  was  allowed  to  drop. 

In  1807  Fulton's  first  steamboat  was  launched  on  the  Hudson,  and  in  a 
few  years  crude  affairs  were  running  in  the  principal  navigable  rivers  of  eastern 
New  York ;  and,  although  they  solved  the  problem  of  quick  transportation, 
they  did  not  reach  the  central  valleys  of  the  Alleghenies  nor  the  fertile  lands 
in  the  western  part  of  the  state  and  along  Lake  Erie. 

By  1817  the  clamor  for  a  means  of  quick  transportation  had  become  so 
great  that  Governor  Clinton,  in  his  message  to  the  New  York  Legislature, 
advocated  the  building  of  a  canal  from  Lake  Erie  to  the  Hudson  River.  This 
message  brought  forth  the  first  talk  of  a  railroad.  Colonel  John  Stevens,  a 
prominent  man  of  the  time,  voiced  the  remark  that,  if  guaranteed  sufficient 
money,  he  would  undertake  to  build  a  locomotive  railway  between  the  points 
named  that  would  be  more  efficient  than  a  canal.  The  public  was  not  educated 
up  to  Colonel  Stevens'  plane  of  thought,  and  his  proposal  was  treated  with 
derision  by  those  who  did  not  know  his  mental  caliber,  while  his  friends  feared 
that  age  had  made  him  visionary.     It  is  a  pity  that  he  died  before  his  project 


34  ERIE    RAILWAY    EDITION. 

was  at  least  undertaken,  for  death  claimed  him  shortly  after  he  had  started  the 
people  of  New  York  thinking  of  railroads. 

The  great  Erie  Canal  was  completed  in  1825,  and  it  proved  a  boon  to  the 
people  of  northern  New  York;  so  much  so  that  the  inhabitants  of  the  south- 
ern tier  of  counties  importuned  the  Legislature  for  favors  in  the  way  of  trans- 
portation. The  State  of  Ohio  was  putting  a  canal  through  from  the  Ohio 
River  to  Lake  Erie,  and  the  people  of  southern  New  York  wanted  some  of  this 
trafific  to  come  their  way.  It  was  practically  out  of  the  question  to  build  a 
canal  across  the  state  through  that  section,  so  the  old  project  of  a  state  road 
was  revived  and  carried  to  the  extent  of  having  a  survey  made,  but  there  it 
rested. 

Twelve  years  after  Colonel  Stevens  had  suggested  the  building  of  a  railroad 
between  the  Hudson  and  Lake  Erie,  the  idea  was  again  advanced  by  William 
C.  Redfield.  In  those  twelve  years  the  world  had  made  some  wonderful 
advances,  and  in  England  it  was  established  beyond  contradiction  that  rail- 
roads were  not  fit  subjects  for  derision,  even  if  they  were  not  wholly  success- 
ful. .Several  short  lines  had  already  been  projected  in  the  United  States,  and 
the  people  of  New  York  State  eagerly  perused  Redfield's  prospectus  of  a 
gigantic  railroad  that  was  to  form  a  connection  between  the  Atlantic  Ocean 
on  the  east  and  the  Mississippi  River  on  the  west.  Congress  was  appealed  to 
by  enthusiastic  representatives,  and  that  body  sent  a  committee  over  the  pro- 
posed route  to  ascertain  if  the  plan  was  feasible.  The  committee,  on  deter- 
mining its  labors,  reported  favorably. 

In  1830  a  short  line  of  railroad  was  opened  at  Charleston,  South  Carolina, 
and  proved  so  successful  that  a  prominent  New  York  gentleman,  who  was 
present  at  the  opening,  returned  home  favorably  impressed,  and  his  report 
did  much  to  augment  public  enthusiasm  in  the  building  of  the  line  suggested 
in  Redfield's  pamphlet. 

Several  small  lines  were  projected  and  built  in  New  York  State,  but  the 
one  great  road  was  all  "talk"  until  the  Legislature  met  in  1831,  when  applica- 
tion was  made  for  a  charter  to  build  a  railroad  through  the  southern  counties 
of  the  state  from  the  Hudson  to  Lake  Erie.  Up  to  this  time  the  general 
public  was  of  the  opinion  that  the  road,  when  it  was  built,  would  be  a  state 
enterprise ;  now  they  were  confronted  with  the  announcement  that  a  private 
corporation  wanted  the  right  to  build  and  own  it ;  and,  as  it  was  to  be  about 
five  hundred  miles  long  and  necessarily  involve  a  cost  of  several  millions, 
they  could  see  nothing  but  failure  ahead.  Thus  was  raised  the  first  opposition 
to  the  great  undertaking. 

The  Erie  has  had  to  fight  for  existence  since  its  birth ;  and  even  before 
that  event  its  friends  had  to  shield  it  from  the  attacks  of  those  who  did  not 
wish  it  to  come  into  existence.  The  counties  through  which  the  Erie  Canal 
passed  looked  upon  the  proposed  railroad  with  distrust  and  envy.  They  would 
h've  favored  it  had  it  been  projected  along  the  route  of  the  canal;  but,  as  it 
was  intended  for  the  southern  part  of  the  state,  they  had  visions  of  traffic 
deserting  the  canal  for  the  quicker  and  better  mode  of  transportation,  ^^'hen 
application  for  a  charter  was  made  to  the  Legislature,  the  canal  counties  did 


AMERICAN    LOCOMOTIVE    ENGINEERS.  35 

their  hesl  to  defeat  tlie  grant;  and,  failing-  in  that,  they  hampered  the  pa.ssage 
of  the  bill  as  much  as  possible  and  loaded  it  down  with  amendments  and 
provisions  calculated  to  work  hardship  upon  the  company. 

In  April,  1832,  the  charter  was  granted,  fixing  the  capital  of  the  New  York 
&  Erie  Railway  Company  at  $10,000,000.  It  was  provided  that  all  of  the  stock 
should  be  subscribed  and  $500,000  paid  in  before  the  company  could  be  organ- 
ized; that  a  double,  single,  or  treble  track  should  be  laid  from  some  point 
near  New  York  City  by  way  of  Owego  to  Lake  Erie,  to  be  begun  within  four 
vears ;  that  $200,000  should  be  expended  in  construction  within  one  year ; 
that  one-fourth  of  the  road  should  be  in  operation  within  ten  years,  one- 
half  witliin  fifteen  years,  and  the  entire  road  within  twenty  years ;  otherwise 
the  charter  was  to  be  void.  The  route  was  to  be  through  the  southern  tier 
of  counties  in  New  York,  and  the  company  was  forbidden  making  connection 
with  any  road  of  Pennsylvania  or  New  Jersey,  unless  by  special  consent  of  the 
Legislature. 

At  the  first  meeting  of  the  incorporators  they  found  themselves  confronted 
with  the  task  of  building  a  road  through  a  district  from  which  they  could  not 
deviate  and  through  which  a  survey  had  not  been  made.  They  had  no  money 
with  which  to  make  a  survey,  and  it  seemed  useless  to  expect  the  public  to 
subscribe  for  stock  to  build  a  road  unless  a  preliminary  survey  was  made  to 
indicate  the  practicability  of  the  route.  An  attempt  was  made  to  raise  money 
by  subscription  to  make  the  survey,  but  the  plan  failed.  Recourse  was  then 
had  to  the  Federal  Government.  President  Jackson  at  first  approved  of  the 
plan  and  directed  the  War  Department  to  make  the  survey;  but  before  it 
could  be  commenced,  the  congressional  representatives  of  the  canal  section 
of  New  York  had  the  opportimity  to  show  the  President  that  he  was  commit- 
ting himself  to  a  bad  political  policy.  Thus  the  order  was  countermanded, 
and  the  friends  of  the  projected  railroad  w-ere  as  badly  off  as  ever.  The  next 
plan  was  to  ask  the  counties  through  which  the  railroad  was  projected  to  sub- 
scribe a  fund  to  make  the  survey  of  the  route.  Rockland,  Sulliven  and 
Orange  counties  responded,  and  a  ])ortion  of  tlie  survey  w^as  completed;  but 
the  stakes  rotted  in  the  ground  before  another  move  could  be  accomplished. 

The  Legislature  of  1833  was  asked  to  modify  the  provisions  of  the  charter 
so  that  on  a  subscription  of  $1,000,000  the  company  could  be  organized.  In 
the  face  of  much  opposition  from  the  jealous  canal  counties  this  was  done,  and 
in  July,  1833,  the  organization  was  perfected.  Eleazar  Lord  was  elected  first 
President  of  the  Erie  Railway. 

The  amount  paid  into  the  company  on  the  stock  subscription  was  $500,000, 
although  the  charter  called  for  $1,000,000,  and  the  company  having  funds,  the 
public  expected  to  see  a  survey  made  immediately.  For  some  peculiar  rea- 
son, never  satisfactorily  explained,  the  Company  refused  to  do  this,  and  began 
to  ask  for  donations  of  land  in  the  counties  through  which  the  road  was  to 
pass.  There  were  but  few  responses,  and  when  Eleazar  Lord  and  other 
directors  of  the  road  began  to  buy  large  tracts  of  land  along  the  route,  general 
discontent  among  the  people  of  the  southern  counties  became  manifest;  and 
when  the  Company  petitioned  the  State  Legislature  for  an  advance  of  $2,000,- 


36  ERIE    RAILWAY    EDITION. 

ooo  to  assist  in  building  the  road,  the  representatives  were  deluged  with 
protests. 

The  idea  of  the  state  building  the  road  was  again  suggested;  and,  after  a 
severe  contest,  a  bill  was  passed  providing  a  fund  of  $15,000  to  make  the 
survey  and  enable  the  state  to  determine  whether  it  should  repeal  the  charter 
of  the  New  York  &  Erie  Railroad  or  build  the  road  as  a  state  institution. 
While  the  contest  over  the  passage  of  this  bill  was  being  waged,  the  Company 
asked  the  Federal  Government  for  a  grant  of  2,000,000  acres  of  land  to  be  sold 
for  the  pecuniary  aid  of  the  road,  and  in  compensation  the  Erie  agreed  to 
carry  the  public  mails  for  thirty  years.     The  request  was  refused. 

Benjamin  Wright,  who  made  the  survey  for  the  Erie  Canal,  was  intrusted 
with  the  survey  for  the  Erie  Railroad ;  and,  with  his  aids,  he  was  at  work  on  it 
from  May,  1833,  to  January,  1834.  Engineer  Wright  began  his  survey  at  the 
Hudson,  about  twenty-four  miles  north  of  New  York  City,  and  drove  grade 
stakes  over  the  route  through  Deer  Park  Gap  to  the  valley  of  the  Delaware, 
north  to  Deposit,  and,  after  crossing  the  divide,  progressed  along  the  valley 
of  the  Susquehanna  and  its  tributaries  to  Hornellsville,  where  he  struck  the 
valley  of  the  Genesee ;  thence  to  the  valley  of  the  Allegheny,  which  he  followed 
to  Dunkirk  on  the  Lake. 

The  route,  as  surveyed  by  Mr.  Wright,  contemplated  a  line  of  483  miles, 
and  he  estimated  the  cost  of  building  at  $4,762,260,  including  everything  neces- 
sary to  make  it  ready  to  receive  the  rolling  stock. 

In  1835  President  Lord  resigned  and  was  succeeded  by  James  E.  King, 
member  of  a  great  banking  house  of  New  York  City.  The  first  act  of  the 
new  President  was  to  ask  for  aid  from  the  state,  which  was  promptly  refused. 
But  in  the  spring  over  $2,000,000  more  of  stock  was  subscribed,  on  which 
something  like  $120,000  was  paid  in.  With  this  sum  the  Directors  agreed 
to  commence  building  the  road. 

President  King  decided  that  the  best  place  to  begin  work  was  on  a  difficult 
section  of  the  survey  near  Deposit,  and  accordingly  bids  were  asked  for  forty 
miles  of  grading  between  Deposit  and  Calicoon  Creek.  The  bids  for  the  forty 
miles  aggregated  $3i3,52'2,  and  the  Company  had  just  $196,409.  Nevertheless 
the  contracts  were  signed,  and  on  the  morning  of  November  7.  1835,  just  as 
the  sun  was  peeping  over  the  eastern  hills.  President  King  made  a  short 
address  and  then  shoveled  some  earth  into  a  wheelbarrow,  trundled  it  upon 
the  grade,  and  dumped  it.  The  work  thus  begun  was  kept  going  with  a  full 
force  until  the  contractors  began  to  ask  for  money  and  could  not  get  it. 
Then,  section  by  section,  the  grading  ceased,  while  the  Directors  cast  about 
for  more  funds.  In  the  meantime  the  Company  had  ordered  another  survey 
of  the  road,  which  was  made  by  Captain  Andrew  Talcott  and  Edwin  F.  John- 
son, over  a  route  differing  in  some  localities  from  the  line  run  by  Benjamin 
Wright  and  his  aids. 

When  the  Legislature  of  1836  met,  the  Erie  directors  were  promptly  on 
hand  with  a  petition  for  aid ;  but,  as  the  public  had  lost  faith  in  the  manage- 
ment, the  bill  introduced  for  that  purpose  was  passed  only  after  much  oppo- 
sition and  amendment.     It  provided  for  a  subscription  by  the  state  to  $2,000,- 


AMERICAN    LOCOMOTIVE    ENGINEERS.  37 

ooo  of  stock,  to  be  paid  in  installiiK-nts  in  proportion  to  the  anioinit  of  work 
done  on  the  road;  ami,  in  order  to  obtain  the  full  $2,000,000  the  Company  was 
required  to  expend  over  $4,600,000.  To  raise  this  sum  was  regarded  as  an 
impossibility,  for  the  Company  was  already  in  debt  and  those  who  had  pre- 
viously subscribed  for  stock  refused  to  pay  another  assessment,  while  the 
investing  public  held  aloof  and  refused  to  believe  that  the  management  of 
the  road  was  acting  in  good  faith.  Again  the  great  enterprise  was  at  a  stand- 
still, while  its  friends  canvassed  the  country  for  funds.  President  King  visited 
England  to  interest  investors  there,  but  he  returned  in  the  spring  with  the 
feeling  that  the  road  would  never  be  built. 

JMeanwhile,  in  January,  1838,  a  bill  passed  the  Legislature  that  made 
matters  appear  somewhat  brighter.  By  its  provisions  the  state  was  author- 
ized to  loan  the  New  York  &  Erie  Company  $100,000  for  every  $100,000  of 
stock  that  was  subscribed  and  paid  in.  It  also  provided  that  the  eastern 
terminus  of  the  road  should  be  at  Tappan  Slote  (now  known  as  Piermont),  on 
the  Hudson,  and  the  western  at  Dunkirk,  on  Lake  Erie. 

With  the  money  raised  under  these  provisions  contracts  were  let  for  build- 
ing the  necessary  bridges  and  for  grading  ten  miles  of  roadbed  beginning  on 
the  Hudson  at  Tappan  Slote.  and  for  ten  miles  from  Dunkirk  eastward. 
Work  progressed  rapidly  on  tliese  sections,  and  by  the  end  of  the  year  the  east- 
ern section  was  completed.  A  large  pier  was  built  at  the  end  of  the  grade  at 
Tappan  Slote,  and  contracts  were  let  for  extending  the  road  west  to  the  town 
of  Middletown,  in  Orange  County. 

So  hampered  were  the  Directors  by  the  lack  of  money,  that  each  contractor 
who  entered  into  an  agreement  with  the  Company  for  any  specified  work,  was 
forced  to  accept  a  portion  of  his  pay  in  stock  of  the  Company.  This  was  a 
piece  of  sharp  financiering  on  the  part  of  the  Directors,  for  thCy  returned  it 
in  their  report  to  the  state  as  stock  subscribed  and  paid  for;  and,  by  the  terms 
of  their  agreement  with  the  Legislature,  a  like  sum  was  then  loaned  them  from 
the  public  funds. 

During  the  years  1839  and  1840  the  grading  continued  in  sections  all  along 
the  line.  That  in  the  Susqueluinna  and  Allegheny  valleys  was  made  l\v  driv- 
ing piles  in  the  ground.  The  engineers  of  the  road  had  decided  that  a  roa<l- 
wav  so  constructed  would  be  cheaper  and  much  more  durable  than  an  embank- 
ment, and  in  1840  eight  steam  pile-drivers  were  put  at  the  work.  It  was  money 
thrown  awav,  as  the  piles  driven  were  never  used.  Before  the  road  was  com- 
pleted in  these  sections  tlie  piles  were  decayed  and  a  roadbed  of  earth  and 
stone  was  built  to  receive  the  track. 

So  well  had  the  work  progressed  since  the  last  aid  from  the  Legislature 
that  in  1840  certain  sections  were  ready  to  receive  the  rails,  and  Major  T.  S. 
Brown  was  sent  to  England  to  contract  for  the  strips  of  iron  on  which  the 
locomotives  were  to  run. 

At  a  meeting  of  the  Board  of  Directors  in  1S38  the  gauge  of  the  road  was 
settled.  l.)ut  not  until  much  argument  was  iridulged  in.  Mtiny  of  the  roads  built 
and  building  in  the  United  States  had  a  .gauge  of  four  feet  eight  and  one-half 
inches,  and  part  of  the  Erie  Board  was  in  favor  of  adopting  that  gauge.     At 


38  ERIE    RAILWAY    EDITION. 

that  time  the  English  roads  were  using  a  six-foot  gauge,  and  the  engineers 
of  the  Erie  were  firmly  convinced  that  the  broad  gauge  was  necessary  for 
so  great  a  road  as  the  Erie  was  to  be.  It  was  argued  that  the  grades  on  the 
Erie  were  so  steep  that  only  very  heavy  locomotives  could  be  used,  and  that 
in  order  to  accommodate  such  engines  between  the  wheels  the  gauge  should 
be  as  wide  as  practicable.  However  sufficient  that  argument  might  have  been, 
the  one  that  probably  settled  the  matter  was  the  idea  of  making  the  Erie 
an  independent  line  with  a  gauge  that  prohibited  connection  with  any  road 
that  might  take  its  traffic  away  from  New  York  City. 

In  1841  the  New  York  &  Harlem  Railroad  was  building  on  the  east  side 
of  the  Hudson ;  and,  being  desirous  of  a  western  connection,  negotiations  were 
opened  with  the  Erie  whereby  they  could  secure  their  desire  and  in  return 
give  the  Erie  entrance  to  New  York  City.  The  Directors  of  the  Erie  seem- 
ingly did  not  realize  what  a  prize  was  cast  at  their  feet.  True,  it  meant  a 
huge  bridge  or  ferry  across  the  river  and  the  building  of  a  few  miles  of  track, 
but  even  at  that  cost  it  would  gain  for  them  direct  access  to  the  cit}',  which 
they  could  not  have  otherwise,  for,  by  the  terms  of  their  charter,  they  were 
forbidden  to  enter  New  Jersey.  A  committee  was  directed  by  the  Erie  to 
investigate  the  making  of  such  a  connection,  and,  though  the  report  was 
favorable,  no  further  action  was  taken,  and  thus  the  Erie  missed  a  golden 
opportunity.  The  Harlem  &  New  York  is  now  a  portion  of  the  New  York 
Central,  and  anyone  at  all  conversant  with  railroad  affairs  need  not  have  the 
matter  mentioned  more  significantly. 

The  money  expended  in  buying  rails,  locomotives  and  cars  for  the  com- 
pleted section  of  the  road  exhausted  the  state  loan,  and  an  appeal  was  made 
for  better  provisions  than  were  contained  in  the  bill  of  183S.  The  appeal  was 
in  vain  and  the  Board  of  Directors  passed  a  resolution  setting  forth  that  the 
aid  asked  for  and  refused  was  necessary  to  complete  the  road  within  a  rea- 
sonable period,  and  that,  since  they  could  not  hope  to  meet  the  requirements 
of  the  charter,  they  were  willing  to  sell  out  to  the  state  if  the  Legislature 
wished  to  buy.  A  bill  was  immediately  introduced  for  that  purpose  and  passed 
the  lower  house,  but,  owing  to  the  influence  of  the  Canal  Counties,  it  was  lost 
in  the  Senate  by  one  vote.  Thus  was  this  great  work  retarded  several  years, 
and  what  might  have  resulted  in  governmental  ownership  of  railroads  was 
defeated  by  the  shortsighted  votes  of  two  men. 

In  May,  1841,  the  rails  were  laid  at  Piermont  and  extended  west  to  Ramapo. 
By  June  of  that  year  this  section  was  complete,  and  the  first  locomotive  was 
run  over  the  track.  The  first  trainload  of  passengers,  consisting  of  President 
King,  the  Board  of  Directors  and  a  number  of  invited  guests,  were  conveyed 
over  the  section  between  Piermont  and  Ramapo  on  June  30,  1841. 

Ten  years  prior  the  road  had  secured  its  charter,  and  this  little  strip  in  ope- 
ration, together  with  other  sections  in  various  degrees  of  completion,  was  all 
that  existed  to  show  for  the  work  of  those  ten  years.  Other  roads  had  been 
projected  and  built,  but  the  Erie  still  languished,  buft'eted  by  the  storms  cre- 
ated by  stock-jobbers,  unfavorable  legislation  and  bad  management. 

The   hopes   of  the   Directors  were   raised,   however,   when   they   embarked 


A.MHKICAN    LOCOMOTIVK    ENGINEERS.  39 

on  the  train  that  clay,  and  amid  the  cheers  of  those  assembled  thev  rode  away 
to  the  west  behind  the  Erie's  first  locomotive.  The  engine  was  the  "Rock- 
land," which  w-eighed  38,000  pounds,  and  ran  at  the  rate  of  ten  miles  an  hour. 
Tliis  section  of  the  road  was  soon  opened  for  traffic,  and  by  September  the 
rails  were  laid  to  Goshen.  The  people  of  this  cit\'  he'd  a  j)ublic  jubilee,  and 
two  trains  were  run  from  Pierniont  to  Goshen  to  participate  in  celebrating  the 
event. 

In  January,  1842.  the  Company  ftuuid  itself  in  such  shape  financially  that 
more  State  aid  was  needed,  and  a  bill  was  presented  authorizing  the  Company 
to  procure  a  loan  of  $3,000,000  which  should  take  precedence  over  the  $3,000,- 
000  loaned  the  Company  by  the  state.  There  was  small  chance  of  the  bill  ever 
being  passed,  for  even  the  counties  to  be  benefited  by  the  road  raised  a  protest 
agamst  loaning  the  state's  credit  to  the  Erie  Company.  The  general  distrust 
was  voiced  by  one  man  who  wrote :  "The  misfortune  is  that  this  work  has 
fallen  into  the  hands  of  men  who  have  neither  the  will  nor  inclination  to  carry 
it  economically  to  a  termination ;  $2,000,000  honestly  applied  would  have  ac- 
complished more  than  the  $6,000,000  expended  has  done." 

Failure  to  secure  further  state  aid  could  have  but  one  result ;  and  on  April 
9,  1842,  the  Company  placed  itself  in  the  hands  of  assignees.  At  this  time 
there  was  in  operation  forty-six  miles  of  road  between  Piermont  and  Goshen, 
with  five  locomotives,  carrying  250  passengers  and  200  tons  of  merchandise 
daih-.  Two  hundred  and  twenty-nine  miles  between  Goshen  and  Dunkirk  were 
under  contract,  of  which  one  hundred  and  seventeen  miles  were  already  graded. 
Besides  owing  the  state  $3,041,000,  there  was  a  debt  of  $600,000  for  work 
and  materials ;  and,  under  the  provisions  of  the  charter,  the  road  was  adver- 
tised for  sale. 

The  New  York  state  election  of  1842  hinged  on  the  Erie  issue,  and  the 
Whig  platform  openly  advocated  giving  the  company  more  aid,  wdiile  the 
Democrats  favored  the  state  taking  possession  of  the  road  and  completing  it. 
The  election  went  in  favor  of  the  Democrats,  but  when  the  Legislature  met 
in  the  fall  the  sale  of  the  road  w-as  postponed  for  six  months.  In  April 
a  bill  was  passed  further  post])oning  the  sale  until  July  I,  1850,  and  authority 
was  given  the  road  to  issue  $3,000,000  in  bonds  to  be  a  first  lien  upon  the 
Company's  property. 

The  public  along  the  projected  line  of  the  road  at  last  became  indignant 
over  the  affairs  of  the  Company,  and  charged  that  it  was  being  run  only  in  the 
interest  of  WM  street.  They  demanded  a  set  of  officers  wdio  would  not  be  hand- 
in-glove  with  the  stock  operators,  and  in  1842  a  P>oard  was  chosen  from  the 
rural  districts,  \\'illiam  Maxw'ell  being  elected  President.  .Several  efforts  were 
made  to  raise  money,  each  of  wdiich  resulted  in  failure.  Disheartened  by  the 
prospects.  Maxwell  stepjied  out.  being  followed  Ijy  Horatio  .\lK-n  who  w'as 
regarded  at  that  time  as  the  only  man  that  could  save  the  Erie.  j\lr.  Allen, 
however,  found  that  getting  money  to  build  the  Eric  was  ne.xt  to  ini])ossibIe, 
and  when  he  resigned  Eleazar  Lord  for  the  third  time  was  chosen  to  direct  the 
affairs  of  the  Companv. 

The  Erie  again  appeared  at  Albany  as  a  petitioner  for  aid,  and  on  this  occa- 


40 


ERIE    RAILWAY    EDITION. 


sion  its  supplications  were  not  in  vain,  for  tlie  reasons  tl>at  follow.  Before  the 
Erie  terminus  was  fixed  at  Piermont,  the  city  of  Newburgh,  some  miles  further 
up  the  Hudson,  was  anxious  to  have  the  Erie  end  there.  The  city  of  New  York 
regarded  this  as  too  remote  from  its  own  precincts,  and  consequently  brought 
influence  to  bear  that  defeated  the  project  of  the  Newburghers.  Later  the  city 
of  Newburgh  decided  to  build  a  road  connecting  it  with  the  coal  fields  of 
Pennsylvania,  and  a  charter  for  such  a  road  was  secured.  There  the  enterprise 
was  allowed  to  rest  until  1845,  when  the  Erie  appeared  before  the  Legislature 
asking  more  aid.  The  Newburghers  decided  they  would  assist  the  Erie  in 
procuring  this  aid,  provided  the  Erie  would  build  a  branch  line  to  their  city. 

This  proposal  was  accepted  by  the  Erie  management,  and  a  bill  passed  the 
Legislature  incorporating  the  proposed  Newburgh  road  with  the  New  York  & 
Erie,  and  by  its  terms  the  Erie  was  required  to  build  the  branch.  Lt  return 
the  Newburgh  contingent  assisted  in  passing  the  Erie  relief  bill,  the  provisions 
of  which  were  that  the  reorganized  New  York  &  Erie  Railroad  should  con- 


struct a  single  track  road  between  the  Hudson  ami  Lake  Erie  by  ■May  14,  185 1  ; 
and  it  permitted  the  Company  to  issue  $3,000,000  in  bonds  to  liquidate  the 
debt  to  the  state,  provided  $3,000,000  was  subscribed  to  the  Company's  stock 
and  $750,000  of  it  collected  and  expended  in  work  on  the  road. 

The  affairs  of  the  Company  were  now  in  better  shape  than  they  had  been 
for  some  time.  The  assignment  in  1842  had  been  declared  by  the  courts  to  be 
illegal,  and  the  provisions  of  the  new  relief  bill  prohibited  a  foreclosure  for  any 
of  the  Erie's  debts  for  a  period  of  six  years.  In  order  to  comply  with  the  re- 
quirements of  the  law,  work  was  again  begun  on  the  grading  west  of  Middle- 
town,  but  all  was  not  peace  and  harmony  in  the  management.  President  Lord, 
was  eager  that  the  rails  should  be  laid  on  ilie  pile  roadway,  some  hundred 
miles  of  which  had  been  driven  in  the  Susquehanna  Valley.  ]\Iajor  Brown, 
Chief  Engineer  of  the  road,  opposed  him  on  the  ground  that  the  piles  were 
unfit,  and  he  insisted  that  an  embankment  nuist  be  substituted.  Added  to  this 
was  the  question  as  to  whether  the  road  should  change  its  route  through 
Sullivan  County,  and  the  attitude  of  President  Lord  was  generally  disliked.  He 
became  angry  at  those  who  were  attempting  to  thwart  his  desire,  and  remarked 
that  he  would  resign  as  soon  as  he  was  aljle  to  raise  the  $3,000,000  stock  sub- 
scription called  for  by  the  last  Erie  relief  bill.     His  enemies  quickly  raised  the 


AMERICAN    LOCOMOTIVE    ENGINEERS.  « 

aim. ant,  and  Mr.  Lord  carried  out  his  tiircat  of  resigning',  lie  was  succeeded 
bv  Jlcnjaniin  Loder,  under  whose  nianagenient  the  work  progressed  rapidly. 

In  1845  the  Delaware  &  Hudson  Canal  Company  secured  an  injunction 
which  was  to  be  perpetual  in  restraining  the  Company  from  building  its  line 
along  the  border  of  Sullivan  County,  on  the  ]5lca  that  it  would  damage  the 
canal  property.  The  only  other  practical  route  was  to  cross  the  river  into 
Pennsylvania;  and,  in  order  td  do  this,  consent  of  the  Legislatures  of  both 
states  must  first  be  obtained.  So  jealous  were  the  people  of  Sullivan  County 
that  it  was  difficult  to  get  permission  lo  leave  the  state;  and  so  antagonistic 
were  the  citizens  of  Lhiladelphia  that  it  was  a  difficult  matter  to  get  into 
Pennsylvania  even  if  Xew  York  consented  to  the  change. 

Despite  the  opposition  of  Philadelphia  and  other  sections  of  Pennsylvania 
not  at  all  interested,  strong  petitions  were  sent  the  Legislature  from  towns 
along  the  upper  Delaware,  which  would  be  benefited  by  the  road  crossing  the 
river,  and  in  1846  an  act  was  passed  permitting  the  Erie  to  enter  Pennsylvania, 
provided  it  would  cross  the  Delaware  near  I'ort  Jervis,  allow  connection  with 
any  branch  road  that  might  be  l>uih  in  I 'ike  County,  and  w<iul<l  ])av  the  state 
a  perpetual  annual  fee  of  .$to,ooo. 

There  was  a  bitter  fight  made  in  the  Xew  York  Legislature  against  the 
road  leaving  the  state;  but,  when  at  last  it  became  manifest  that  they  could 
not  control  the  natural  featm-cs  of  the  country  nor  alter  state  lines,  the  permis- 
sion asked  was  accorded  and  the  Erie  crossed  the  river  and  hewed  for  its 
track  a  shelf  along  the  cliffs  overhanging  the  western  shore  of  the  Delaware. 
This  section  was  the  most  difficult  to  build  of  all  the  route  between  the  river 
and  the  lake,  and  today  it  is  one  of  the  most  picturesque  bits  of  scenery  in  the 
United  States,  while  the  engineering  skill  displayed  is  positively  daring. 

The  track  was  completed  to  Otisville,  November  I,  1846,  and  contracts  for 
work  between  Otisville  and  P>inghamton  were  pressed  with  vigor.  The  track 
as  far  as  Otisville  was  laid  in  the  old-fashioned  way,  but  that  west  of  Otisville 
was  prepared  to  receive  ties  on  which  tlie  rails  were  laid  as  in  the  present 
time. 

The  section  between  r;tisville  and  the  river  at  Port  Jervis,  a  distance  of 
thirteen  miles,  was  a  most  difficult  section  to  build,  crossing  as  it  did  the 
Valley  of  the  Neversink  and  descending  375  feet  in  the  thirteen  miles.  It  was 
completed,  however,  according  to  the  terms  of  the  agreement,  and  on  the  last 
day  of  December,  1847,  the  locomotive  was  expected  to  steam  into  Port  Jervis. 
That  day  was  a  great  occasion,  and  one  long  to  be  remembered  by  the  citizens 
of  the  town  and  those  who  were  engaged  in  laying  the  track. 

The  bridge  was  not  ready  on  the  morning  of  the  31st,  and  Ijets  were 
freely  made  that  it  could  not  be  completed  in  time  to  allow  the  road  to  enter 
the  city  according  to  agreement.  .So  interested  were  the  citizens  in  the  ful- 
fillment of  the  contract  that  business  men  closed  up  their  houses  and  went  to 
the  aid  of  the  track-layers  and  bridge  builders.  The  two  leading  hotels  of  the 
city  kept  open  house,  and  excitement  was  at  fever  point. 

At  a  few  minutes  before  twelve  o'clock  the  last  timber  was  down  and  the 
last  rail  laid.     With  a  ringing  cheer  the  crowd,  which  had  assisted  in  the  work. 


42 


ERIE    RAILWAY    EDITION. 


AMERICAN    LOCOMOTIVE    ENGINEERS.  43 

climbed  aboard  the  two  flat  cars  and  hovered  on  the  engine  wherever  they 
could  get  a  foothold,  while  "'Dutch  John"  Ziegler,  the  engineer,  whistled  "off 
brakes"  and  steamed  across  the  river  into  Port  Jervis. 

Hundreds  of  people  from  the  surrounding  country  were  on  hand  to  wel- 
come the  steam  horse,  and  the  town  went  mad  with  joy  that  at  last  the  great 
railroad  had  reached  the  town  and  with  the  beginning  of  the  year  woulil  in- 
augurate a  new  order  of  things  for  the  little  town  of  Port  Jervis. 

But  four  days  less  than  a  year  after  the  good  citizens  of  Port  Jervis  had 
welcomed  the  coming  of  the  road,  Binghamton  put  on  holiday  attire  and  went 
forth  to  greet  the  peculiar  looking  engine  that  steamed  into  the  little  town. 
The  road  that  was  to  cost  $4,762,260  to  build  from  the  Hudson  to  Lake  Erie, 
according  to  Engineer  ^^'right's  estimate,  had  cost  thus  far  $8,000,000,  and 
was  in  operation  from  I'iermont  to   Binghamton  only. 

Obstacles,  that  to  the  average  person  seemed  insurmountable,  had  been 
overcome  by  the  engineers.  They  had  hewn  through  solid  rock  and  bridged 
chasms  in  a  manner  that  astounded  the  simple  farmer  folk  of  the  day.  In  one 
place  what  seemed  a  fertile  meadow  proved  to  be  a  quicksand  of  great  depth 
with  onlv  a  crust  of  solid  earth  to  shield  the  unw^ary  from  its  dangerous  sands. 
To  cross  this  piles  were  pinned  end-to-end  and  driven  until  solid  foundation 
was  reached.  In  later  years  trainload  after  trainload  of  gravel  and  rocks  were 
dumped  along  this  stretch  of  track  until  at  last  a  solid  embankment  was 
obtained. 

Among  the  marvels  in  engineering  skill  were  the  Cascade  Bridge  and 
Starucca  \'iaduct.  The  former,  situated  a  few  miles  west  of  Deposit,  was  a 
wooden  structure  thrown  across  a  rift  in  that  mountainous  region.  It  was 
a  single  arch  250  feet  long,  and  formed  a  crossing  for  the  road  184  feet  above 
the  vallcv  below.  Like  all  the  bridges  built  for  the  Erie  at  that  time  it  was 
arranged  for  a  double  track,  being  twenty-four  feet  wide.  The  bridge  cost 
$70,000  and  was  built  by  John  Fowler,  who  was  a  year  and  a  half  in  its  con- 
struction. Some  talk  was  had  at  the  time  of  filling  up  the  chasm,  but  it  was 
scouted  as  an  impossible  task;  years  later,  however,  the  Erie  management, 
fearing  for  the  safety  of  the  bridge,  began  the  task  of  filling  in  under  the  track, 
and  after  many  months  a  solid  foundation  of  earth  succeeded  the  wooden 
structure. 

Starucca  A'iaduct,  two  miles  west  of  Cascade  Bridge,  was  built  to  endure, 
and  today  it  is  regarded  as  one  of  the  great  feats  of  engineering.  It  is  built 
of  stone,  being  1,200  feet  long,  no  feet  high,  has  eighteen  arches  with  .spans 
of  fiftv  feet,  and  was  built  for  a  double  track.  Starucca  Creek  had  cut  a  rift 
in  the  hills  at  this  place,  making  the  viaduct  necessary,  and  here  the  Erie  spent 
$3-20,000.  Over  800  men  were  employed  in  its  construction,  and  it  was  com- 
pleted in  just  a  year  from  the  connnencement. 

At  this  point  the  road  was  forced  again  to  enter  the  State  of  Pennsylvania, 
though  in  this  instance  but  little  opposition  was  encountered,  the  way  having 
been  paved  when  the  Legislature  permitted  the  crossing  of  the  Delaware  at 
Port  Jervis.  The  original  survey  between  Deposit  and  Binghamton  was  forty- 
five  miles  in  length,  and  to  cross  the  nxuuUain  between  these  points  two  sum- 


44 


ERIE    RAILWAY    EDITION. 


H 
O 

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AMERICAN    LOCOMOTIVE    ENGINEERS. 


45 


mits  of  900  and  1,200  feet  respectively,  with  excessive  grades,  were  necessary. 
Two  other  routes  were  subsequently  run,  one  of  which  had  two  summits  of 
730  feet,  while  the  other  contemplated  three  large  tunnels.  An  engineer 
named  John  Anderson  suggested  entering  Pennsylvania,  and  to  substantiate 
his  idea  surveyed  the  route  and  found  a  passageway  through  the  mountain 
necessitating  an  average  grade  of  si.xty-eight  feet. 

The  first  locomotive  on  the  division  between  the  Delaware  River  and  Bing- 


STARUCCA   VIADUCT. 


haniton  was  the  "Piermont,"  which  had  been  taken  up  the  Hudson  to  the 
Delaware  &  Hudson  Canal,  over  wliich  it  was  hauled  to  Lackawaxen,  where 
it  was  set  up  and  used  in  the  construction  work  then  in  progress.  William 
Van  de  Graff  was  its  engineer,  and  he  was  considered  by  the  backwoodsmen 
and  farmers  as  one  of  the  most  remarkable  men  they  had  ever  been  permitted 
to  see.  The  screeching  of  the  engine's  whistle  awakened  resounding  echoes 
through  the  hills,  and  hunters,  not  knowing  Engineer  \^an  de  Graff's  habit  of 
sounding  it  frequently,  searched  the  country  for  the  panther  they  thought  was 
roaming  the  section  along  the  railroad. 

People  along  the  line  wanted  a  chance  to  test  the  riding  qualities  of  the 
road,  and  the  Company  arranged  to  run  excm-sion  trains  the  entire  length  of 
the  road.  But  previous  to  that  a  train  consisting  of  an  engine  and  three  cars 
passed  over  the  route  to  see  that  it  was  safe  for  travel.  ,  Many  difficulties  were 
encountered,  notably  that  of  running  out  of  wood  and  water,  provisions  for 
which  had  not  been  arranged,  and  also  encountering  stretches  of  track  on 
which  the  rails  had  not  yet  been  laid.  The  weather  was  bitterly  cold,  and  the 
party  that  made  the  reconmjiter  fnnii  Piermont  to  Binghamton  had  some 
thrilling  encounters  with  adversity  and  discovered  many  impediments  to  travel, 
wliich  were  remedied  ere  the  excursion  trains  came  along. 


46  ERIE    RAILWAY    EDITION. 

A  blinding  snowstorm  greeted  tlie  excursionists  at  five  o'clock  on  the 
morning  of  December  26,  1848,  when  they  left  the  Company's  boat  at  Piermont 
and  walked  to  the  two  trains  awaiting  them.  Early  as  it  was,  everything  was 
in  readiness,  and  when  the  passengers  were  aboard  the  trains  steamed  away 
amid  shrieks  of  whistles  and  ringing  of  bells. 

Despite  the  weather,  the  trip  was  a  continuous  ovation,  though  two  bad 
accidents  occurred  to  mar  the  perfect  enjoyment,  and  snow  obstructed  the 
passage  of  the  trains.  At  Binghamton  the  trains  were  expected  early  in  the 
afternoon  and  a  great  celebration  had  been  planned.  But  hour  succeeded 
hour  and  the  trains  came  not.  The  enthusiasm  spent  itself  and  the  citizens 
returned  to  their  homes,  only  to  be  brought  forth  at  midnight  when  the  boom- 
ing of  cannon  announced  that  at  last  the  trains  had  come,  and  that  railroad 
connection  between  the  Susquehanna  and  the  Hudson  was  established. 

With  the  road  completed  to  Binghamton  the  Company  was  again  without 
funds.  Less  than  half  had  been  built,  but  it  was  the  more  difficult  section. 
From  Binghamton  west  stretched  the  valleys  of  the  Susquehanna,  Chemung 
and  Canisteo  to  the  rolling  surface  that  descended  to  the  lake,  easy  country 
through  which  to  build  a  railroad  if  suf^cient  funds  were  forthcoming.  Ere 
an  appeal  was  made  to  the  Legislature,  as  the  Erie  was  wont  to  do  in  such 
emergencies,  a  construction  syndicate  was  formed  by  wealthy  gentlemen  of 
the  central  portion  of  the  state  which  proposed  to  build  the  road  through  to 
Corning  in  one  year  and  agreed  to  take  as  pay  income  certificates  payable 
from  the  net  income  of  the  road  from  Corning  to  Piermont.  Later,  however, 
these  certificates  were  exchanged  for  second  mortgage  bonds  which  had  been 
issued  to  the  amount  of  $4,000,000,  the  rest  of  the  money  being  used  to  pay 
debts  to  contractors  for  work  east  of  Binghamton  and  to  push  the  work  on 
the  grade  from  Hornellsville  to  Corning.  A  road  was  being  built  between 
Hornellsville  and  Buffalo,  and  the  Company  wished  to  secure  this  connection 
to  use  until  the  section  of  road  between  Hornellsville  and  Dunkirk  could  be 
built. 

The  construction  coni]3any,  which  had  been  organized  to  complete  the 
road  to  Corning,  pushed  the  work  with  rapidity  and  decision.  The  con- 
tractors, to  whom  the  g;rading  had  been  sublet,  had  no  doubt  that  their  pay 
would  be  forthcoming,  and  thus  enthusiasm  was  carried  to  the  workmen,  the 
reverse  of  the  conditions  that  had  obtained  under  tlie  old  management. 

On  June  I,  1849,  a  train  from  Piermont  ran  to  Owego  with  officers  of 
the  road,  and  in  October  of  the  same  year  trafKc  was  opened  up  to  Elmira. 

Along  the  Canisteo  \'alley  stretched  miles  of  the  old  pile  roadway  which 
had  been  built  in  1840.  The  contractors  threw  up  embankments  at  its  side 
in  manv  places  and  hid  it  from  view  in  others,  following  the  line  of  the  latter 
survey.  Section  at  a  time  the  great  road  had  proceeded  west,  that  between 
Elmira  and  Hornellsville  being  opened  for  traffic  September  i,  1850. 

Work  on  the  western  division  was  pushed  rapidly,  and  in  February,  1851, 
the  rails  were  laid  as  far  west  as  Cuba.  On  the  5th  of  that  month  William 
A.  Kimball  ran  the  first  train  west  of  Hornellsville  to  Cuba.  His  engine  was 
a  Hinklev  model  and  his  train  consisted  of  fifteen  cars,  thirteen  of  which  were 


AMERICAX    LOCOMOTIVE    ENGINEERS.  47 

loaded  with  railroad  iron  to  be  laid  on  the  grade  which  was  almost  completed 
between  Cuba  and  Dunkirk.  Phe  roadbed  was  in  a  terrible  condition  and  Kim- 
ball had  the  experience  of  his  life  on  that  run,  for  the  ties  sunk  under  the 
weight  of  the  engine  and  at  times  the  whole  train  was  in  danger  of  being  slid 
ofT  into  the  ditch.  Eleven  years  after  the  first  spike  was  driven  at  Piermont, 
Silas  Seymour  performed  the  act  of  driving  the  last  spike  at  Dunkirk,  that 
event  occurring  April  19,  1S51. 

Thus  after  twenty  years  of  the  most  desperate  fighting  against  adversity, 
a  continuous  line  of  track  existed  from  the  lake  to  the  Hudson,  although  in 
places  it  was  hardlv  more  than  two  lines  of  rails  laid  upon  ties.  Regular  trains 
were  operated  onlv  upon  certain  sections,  and  one's  life  was  continually  in 
danger  when  riding  upon  the  sections  that  were  poorly  constructed.  An 
example  of  this  was  when  Engineer  Charles  W.  Tuffts  and  his  engine,  No.  "]}„ 
hauling  a  construction  train,  was  engulfed  at  Tip  Top  summit.  The  track  sank 
w'ith  the  train  and  the  crew  had  difficulty  in  saving  their  lives.  It  was  neces- 
sary to  construct  a  new  track  around  this  treacherous  place,  and  weeks  after- 
ward the  locomotive  was  fished  out  and  sent  in  fiir  repairs. 

The  official  opening  of  the  Erie  from  east  to  west  marked  an  epoch  in  the 
commercial  history  of  the  country,  and  it  was  made  a  national  demonstration. 
At  that  time,  though  there  were  many  railroads  in  the  United  States,  they 
were  only  local  afifairs  beginning  somewhere  and  terminating  nowhere.  What 
is  now  the  great  Pennsylvania  Railroad  had  its  eastern  terminus  at  Philadelphia, 
while  the  western  was  in  the  Allegheny  Mountains  at  a  small  provincial  town. 
The  Baltimore  &  Ohio,  beginning  at  Baltimore  at  tidewater,  ended  in  the  moun- 
tains of  j\laryland,  while  the  great  New  York  Central  consisted  of  several 
local  lines  of  different  gauges  between  New  York  and  Buffalo. 

The  Erie  management  planned  a  monster  celebration  on  the  occasion  of 
opening  up  the  road,  and  Millard  Fillmore,  President  of  the  United  States,  his 
Cabinet,  and  many  prominent  men  of  the  nation  were  asked  to  participate. 
President  Fillmore,  Daniel  \\'ebster  and  several  others  accepted  the  invitation 
and  went  to  New  York,  from  which  place  the  party  started. 

New  York  City  celebrated  the  opening  of  the  Erie  on  ]\Iay  13th  with  a 
gigantic  militarv  and  civic  parade,  which  was  reviewed  by  President  Fillmore 
and  other  dignitaries,  and  on  the  following  morning  at  6  o'clock  the  President's 
party,  with  other  guests  of  the  Erie,  boarded  the  steamer  waiting  for  them  at 
the  dock  and  were  conveyed  to  Piermont,  where  two  trains,  profusely  decorated 
with  flags  and  bunting,  were  standing  at  the  long  pier. 

What  a  change  had  taken  place  at  this  point  as  compared  with  wdiat  it 
was  when  the  first  work  was  done  to  make  it  the  eastern  terminus  of  the 
Erie.  Tappan  Slote  was  then  its  title  and  it  was  known  only  as  a  fishing 
village  inhabited  by  the  men  who  made  a  precarious  living  by  taking  fish  from 
the  Hudson  to  sell  in  the  markets  of  New^  York  City.  Squalid  hovels  dotted 
the  rise  above  the  river  and  formed  all  there  was  of  the  town.  But  to  the 
President's  party  there  appeared  a  far  difi'erent  picture — a  revelation  of  wliat 
the  iron  horse  would  do  for  many  towns  along  the  route  of  the  Erie. 

A  pier  one  mile  in  length  accommodated  long  trains  of  cars,  from  which 


48 


ERIE    RAILWAY    EDITION. 


AMERICAN    LOCOMOTU'E    ENGINEERS.  49 

the  products  of  the  west  were  loaded  into  heats  for  New  York  City  and  the 
Old  World.  Long  switches  occupied  the  places  where  fishermen  had  been 
wont  to  dry  their  nets,  while  engine  houses,  train  sheds,  and  prettv  homes 
of  the  Erie's  employes  occupied  the  site  where  formerly  stood  the  fishermen's 
huts. 

The  booming  of  cannon  and  shrieking  of  whistles  announced  the  coming 
of  the  party,  and  the  echoes  were  kept  resounding  from  hill  to  hill  until  the 
tail  flags  of  the  rear  train  disappeared  in  the  distance.  President  Fillmore  rode 
on  the  first  train,  and  Daniel  Webster,  comfortably  seated  in  a  rocking  chair 
placed  on  a  flat  car,  rode  on  the  second. 

Engineer  Gad  Lyman  was  made  a  happy  man  when  he  was  notified  that 
with  his  Rogers  engine.  No.  lOO,  he  was  to  pull  the  first  train  bearing  the 
President,  while  Onderdonk  Alerritt,  who  ran  No.  6,  a  Steuben  make,  was 
assigned  to  the  second  section.  At  that  time  there  was  a  great  deal  of  con- 
troversy among  engineers  as  to  what  make  of  engine  was  the  best,  and  thereby 
hangs  a  tale  that  may  interest  many  engineers. 

Lyman,  who  was  a  firm  believer  in  the  Rogers  engine,  ran  on  the  Port 
Jervis  Division,  and  Josh  Martin,  who  ran  on  the  Delaware  Division,  thought 
the  Swinburne  had  no  equal.  Martin  was  running  a  Rogers  engine  which 
he  said  was  no  good,  and  when  Swinburne  delivered  the  No.  yi  to  the  Com- 
pany, Martin  wanted  it.  It  was,  however,  given  to  Lyman,  who  promptly 
condennied  it,  and  so  frequently  did  he  fail  to  make  time,  that  Master  Me- 
chanic Brandt  set  it  off  on  a  sidetrack  and  Lyman  was  given  a  Rogers  engine 
which  he  worked  with  good  results.  Martin  again  renewed  his  request  for  the 
71  and  finally  got  it,  and  he  proved  conclusively  that  it  was  a  good  engine  and 
perfectly  capable  of  making  time. 

The  President's  train  started  with  Lyman  and  the  Rogers  engine,  but  all 
the  way  he  had  trouble,  and  at  Suffern  he  was  completely  stuck  and  help  had 
to  be  obtained  from  the  train  following.  When  Port  Jervis  was  reached  Ly- 
man had  to  uncouple,  and  was  further  chagrined  to  see  Martin  with  old  No. 
71   take  charge  of  the  train  for  the  run  on  his  division. 

This  was  the  first  tour  that  a  President  of  the  United  States  had  ever  made 
on  a  railroad  train,  and  the  crowds  that  thronged  the  stations  were  added 
to  by  the  double  significance  of  the  event.  A  monster  celebration  was  ar- 
ranged for  in  each  village,  and  after  the  President's  train  had  stopped  and  the 
President  having  made  a  few  remarks  in  opening  each  celebration,  the  exer- 
cises would  proceed  after  the  train  had  left. 

The  exucursionists  stopped  at  Elmira  for  the  night,  and  hilarity  and  good 
feeling  predominated,  so  glad  were  the  citizens  that  the  Erie  had  been  com- 
pleted and  had  brought  to  their  doors  the  President  of  the  LTnited  States. 

At  Allegheny  the  train  was  met  by  a  large  band  of  Indians  who  paid  their 
respects  to  the  President,  and  then  the  train  sped  on  to  Dunkirk,  where  the 
celebration  was  concluded  with  monster  demonstrations,  at  the  close  of  which 
President  Fillmore  and  party  returned  home  by  the  way  of  Buffalo.  The  rest 
of  the  railroad's  guests  were  greeted  by  ovations  along  the  Erie  as  they  went 
back  to  New  York. 


50 


ERIE    RAILWAY    EDITION. 


AMERICAN    LOCOMOTIVE    ENGINEERS.  51 

The  section  of  country  which  has  been  opened  up  by  the  Erie  is  interesting 
and  indeed  one  of  the  most  picturesriue  parts  of  the  east.  When  the  railroad 
was  projected,  farming  was  the  principal  occupation  of  the  people  along  the 
route ;  but  with  quick  and  cheap  transportation  came  development  of  the  sec- 
tion's resources,  and  today  there  is  no  richer  section  in  the  United  States  than 
that  which  first  felt  the  pulsing  beats  of  conunerce  through  the  great  artery 
that  leads  from  the  lake  to  the  Hudson. 

What  the  country  is  now  the  majority  of  our  readers  know.  What  it  was 
then  is  certainly  interesting  by  comparison. 

Sufifern,  the  first  place  of  importance,  was  a  village  of  about  a  thousand 
inhabitants,  with  general  stores  and  a  population  largely  dependent  upon  the 
surrounding  farms.  It  is  but  two  miles  from  Ramapo,  where  is  situated  the 
historic  Ramapo  Pass,  an  old  Indian  trail  through  the  mountains,  which  was 
of  great  importance  during  the  Revolutionary  War.  At  Ramapo  what  was 
known  as  .the  Union  Railroad,  a  branch  of  about  one  and  a  half  miles  in  length, 
exteniled  to  the_New  Jersey  line,  where  it  connected  with  the  Ramapo  Rail- 
road, which  later  became  a  part  of  the  Erie,  and  over  which  its  trains  now 
run  to  Jersey  City. 

Sloatsburg,  a  beautiful  anil  thriving  place,  presented  a  singular  aspect  to 
the  traveler.  From  the  station  one  could  see  two  substantial  cotton  factories, 
though  not  a  sign  of  village  or  hamlet  was  in  sight.  The  girls  employed  in 
the  factories  dwelt  in  the  humble  abodes  scattered  along  the  valley.  These 
factories,  erected  in  1820  and  enlarged  in  1846,  were  used  exclusively  for  mak- 
ing cotton  twine,  S,ooo  pounds  of  which  was  sent  by  rail  to  New  York  every 
week.  It  was  in  this  section  that  the  change  from  shrill  to  coarse  whistles 
on  the  locomotives  created  some  commotion.  Used  as  the  people  had  become 
to  the  panther-like  shrieks  of  the  iron  steeds,  they  could  not  account  for  the 
hoarse  bellowings  that  occasionally  echoed  from  the  woodlands.  The  sounds 
were  ascribed  to  wild  animals  which,  from  the  volume  of  tone,  must  be  of 
huge  size.  A  number  of  citizens  from  the  neighboring  town  of  Johnston  con- 
gregated one  night  to  hunt  the  creature  to  its  death,  and  the  sounds  of  its 
bellowings  led  them  to  the  railroad  just  above  Sloatsburg.  Coming  down 
the  track  they  beheld  a  long  monster  witli  a  single  bright  eye,  but  not  until 
it  bellowed  for  them  to  leave  the  track  and  accompanied  that  warning  with  the 
ringing  of  a  bell  did  they  realize  that  they  had  been  hunting  a  locomotive  that 
had  changed  the  tone  of  its  whistle. 

Historic  Goshen  is  the  next  station  of  importance,  it  having  been  the  west- 
ern terminus  of  the  Erie  for  nearly  two  years,  during  the  building.  When  the 
railroad  first  came  it  was  a  town  of  400  population.  The  surrounding  country 
had  a  great  reputation  for  the  fine  quality  of  butter  the  farmers  made,  but  the 
railroad  revolutionized  the  business,  making  it  possible  for  the  farmers  to  ship 
their  milk  to  the  city,  and  in  a  few  years  the  •'Goshen  butter"  was  a  thing  of 
the  past,  for  the  Goshen  milk  found  a  ready  sale  in  New  York  City  and  com- 
manded fancy  prices.  Goshen  boasts  that  Noah  Webster  once  taught  in 
its  academy,  and  it  is  the  central  ]ii)int   in  many  stirring  talcs  of  the  Revolu- 


52  ERIE    RAILWAY    EDITION. 

tionary  War.     The  city  now  has  a  population  of  3,000,  and  is  in  the  midst  of  a 
great   stock-raising  and  dairy-farming  district. 

Middletown  was  a  straggling  settlement  when  the  Erie  survey  was  made, 
but  when  the  railroad  was  opened  np  t(3  that  point  its  citizens  at  once  began  to 
manifest  enterprise.  By  the  time  the  Erie  was  completed  to  Dunkirk,  i\Iiddle- 
town  was  a  flourishing  manufacturing  town,  the  Orange  County  Foundry  hav- 
ing been  the  pioneer  industry  that  took  advantage  of  the  mineral  wealth  there. 
Today  it  has  20,000  population,  and  is  one  of  the  most  important  cities  along 
the  Erie. 

The  Delaware  &  Hudson  Canal  is  responsible  for  the  founding  of  Port 
Jervis,  but  the  business  created  by  the  canal  did  not  develop  the  town.  Quietly 
it  slept  by  the  banks  of  the  Delaware  until  the  snort  of  the  iron  horse  was  heard 
coming  from  the  mountains.  Being  at  the  end  of  the  eastern  division  of  the 
Erie,  it  is  essentially  a  railroad  town,  and  its  10,000  inhabitants  indicates  that  it 
is  a  town  of  importance.  Moreover,  it  is  beautifully  situated,  and  is  regarded 
as  one  of  the  prettiest  cities  through  which  the  Erie  passes. 

Deposit,  now  a  thriving  little  city  with  several  manufactories,  was  a  small 
hamlet  of  agriculturists  in  1835  when  the  first  work  was  commenced  on  the 
Erie  Railroad.  It  was  President  King's  intention  to  push  the  grading  east 
from  this  point,  and  the  large  force  of  men  who  entered  the  little  village  to 
work  on  the  road  brought  to  the  inhabitants  the  first  breath  of  activity  that 
was  to  follow  the  railroad. 

Susquehanna,  Pennsylvania,  was  the  Milage  of  Lanesborough  when  the  Erie 
came  its  way.  Here  was  located  the  railroad  shops,  small  at  first,  but  increased 
as  the  needs  of  the  road  demanded,  until  now  the  shops  at  this  place  are  the 
most  extensive  in  the  countrv,  employing  over  1,300  workmen.  Several  illus- 
trations of  the  interior  of  these  shops  will  be  found  elsewhere  in  this  volume. 
The  city  has  a  population  of  over  4.000.  and  is  the  end  of  the  Delaware  Division 
and  the  starting  point  of  the  Susquehanna  and  Jefferson  Divisions. 

Binghamton,  now  a  city  of  commercial  importance,  boasted  of  2,000  inhabi- 
tants when  the  Erie  was  built  to  that  point  in  1849. 

Owego  is  sometimes  styled  the  birthplace  of  the  Erie,  owing  to  a  conven- 
tion held  there  in  1831  which  resolved  that  steps  should  be  immediately  taken 
to  secure  a  railroad  tlirough  the  southern  tier  of  counties.  Then  it  was  known 
chiefly  as  the  county  seat  of  Tioga  County ;  now  it  is  a  manufacturing  town  of 
9,000  population. 

A  writer  of  1851  said:  "Ehnira  is  the  queen  city  along  the  New  York  & 
Erie,  and  is  a  good  specimen  of  the  towns  that  seem  to  exhale  from  the 
American  soil.  Rapid  as  have  been  the  growth  of  Binghamton  and  Owego, 
theirs  have  been  as  snail's  pace  as  compared  with  that  of  their  western  rival." 
It  was  settled  in  1788,  and  at  that  time  was  on  the  only  pathway  from  \\'ilkes- 
barre  to  Canada.  It  has  had  several  dift'erent  names,  the  one  it  now  bears 
having  been  given  it  about  the  year  1800  by  a  gentleman  in  honor  of  his  wife. 
Though  at  one  time  a  prosperous  settlement  because  of  its  advantages  as  a 
lumber  depot,  it  did  not  grow  rapidly  until  the  Chemung  Canal  was  constructed 
in  1832.     This  brought  its  population  up  to  5,000,  and  nursed  in  the  lap  of  a 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


53 


fertile  valley,  every  hill  of  which  was  cullivnted  clear  to  the  top,  it  is  but  natural 
it  should  make  great  strides  when  the  railroad  came  in  1849.  The  population 
of  the  city  now  is  30,000,  and  it  is  a  manufactin-ing-  place  of  importance. 

Hornellsville  was  a  little  village  of  900  inhabitants  in  1850  when  the  first 
Erie  train  entered  its  precincts;  and  in  the  past  50  years  it  has  grown  to 
13.000.  Here  the  Erie  expected  to  connect  with  the  Hornellsville  &  Bufifalo 
Railroad,  thus  securing  a  lake  terminus  before  its  own  road  was  completed 
to  Dunkirk- :  but.  as  events  proved,  the  Dunkirk  extension  was  completed  first, 
and  some  vears  later  the  Buffalo  road  was  secured  as  a  branch.     Hornellsville 


MARQUIS    OF    SALAMANCA. 


is  the  location  of  large  railroad  shops,  being  at  the  end  of  the  Allegheny  and 
Susquehanna  Divisions. 

Salamanca  is  another  creation  of  the  Erie,  its  site  having  been  a  great 
sw^amp  when  the  railroad  came.  The  settlement  was  of  no  importance  until  the 
Atlantic  &  Great  Western  was  built  to  connect  with  the  Erie,  and  then  its  name 
was  changed  from  an  Indian  appellation  to  Salamanca,  in  honor  of  the  Marquis 
of  Salamanca,  a  nobleman  of  Spain,  who  was  a  liberal  contributor  to  the 
building  of  the  Atlantic  &  Great  Western. 

Dunkirk,  the  western  terminus  of  the  Erie,  was  settled  in  iSto,  and  in  1851, 


54 


ERIE    RAILWAY    EDITION. 


when  the  road  was  completed,  it  had  grown  to  some  prominence,  principally 
on  the  strength  of  what  the  road  would  do  for  it.  But  for  the  change  in  the 
terminus  to  Buffalo,  Dunkirk  might  have  been  a  great  city  instead  of  a  place 
with  14.000  population.  Its  greatest  industry  is  the  Brooks  Locomotive  Works, 
the  outgrowth  of  the  abandoned  shops  of  the  Erie  at  that  point. 

Such  were  the  principal  cities  along  the  main  line  of  the  Erie  as  it  was 
completed  in  1851,  after  almost  a  generation  of  talk  and  work.  But  even  with 
the  road  completed,  the  crude  rolling  stock  and  the  roadway  itself  had  to  undergo 
many  changes  to  bring  it  to  a  standpoint  of  efficiency  insuring  safe  and  speedy 
transportation. 

When  the  trains  began  to  run  between  Piermont  and  Goshen  it  became 
necessary,  of  course,  to  inform  the  public  about  what  time  the  trains  could  be 


.^EW  YOKE  AND  ERIE  MILROAD.-TIIE  TABLE. 


No.  9.     (2d  Ed'n.)      TAKES  EFFECT  APRIL  28.  1851. 


Westerv,  Division. 


TRAINS  GOING  EAST. 

NAMES  OF 

STATIONS 

TRAINS  GOING  WEST. 

DUNKIRK 

IdHORNEr.LSnLLE. 

PASSING  PLACES. 

HORNEI.LSVILLKTO  DUNKIltK. 

FREIGU 

T. 
PM 

PASSENOEK. 
3.15       PM 

PASSENGER. 

FREIGHT. 

8.00 

»R.          Hornellsville           be.-. 

11.05      ^M 

4.00      AM 

7.22 

»» 

3.00      " 

B".             Almond 

11.23      " 

4.36      " 

G.50 

i» 

2.46      " 

Baker's  Bridge 

11.40      " 

5.08      " 

5.50 

»? 

2.20      " 

Aiidover 

12.10     PM 

G.O.'      " 

4.45 

u 

1.57      " 

GenesSee 

12.30      " 

7.05      " 

4.19 

». 

1.50      " 

Scio 

12.47      " 

7.27      " 

•3-48 

n 

1.38      " 

Phillipsville 

12.58      " 

7:55      '' 

3.22 

ii 

1.30      " 

IJelvidere 

1.08      " 

8.17      " 

2.50 

M 

1.20     " 

Friendship 

1.20     ' 

8.45     " 

2.00 

PM 

1.00       PM 

Cuba 

m:.  J.4U         " 

2.00    PM 

II.5S 

AM 

Hin.?daln 

2.30      " 

11.30 

n 

Olean 

3.00      " 

11.12 

)) 

Allp^any 

3.09      " 

10.38 

)» 

Great  Valley 

3.38      " 

10.05 

»i 

Little  Valley 

4.15      " 

9.35 

n 

Albioh 

4.40      " 

9.00 

11 

DaytoG 

5.25     ^' 

8.02 

'> 

ForeslviUe 

G.20      " 

7.30 

AM 

t=f.              Dunkirk                vn. 

0.50      " 

J.  A.  BEDFIELD^  Acting  Agent. 


CHA'S  MINOT,  Sup't 


AMERICAX    LOCOMOTIVE    ENGINEERS.  '        55 

expected  at  the  different  stations.  There  was  no  necessity  for  spHtting  seconds 
and  making  runs  against  time  as  is  done  in  these  days.  At  first  the  engineers 
ran  the  trains  to  suit  themselves.  They  left  a  station  when  all  the  work  was 
done,  and  they  arrived  at  the  next  one  as  soon  as  they  could.  This,  barring 
an  accident  or  possibly  having  to  stop  and  cut  wood,  or  fill  the  tank  from  a 
spring  by  the  roadside,  was  done  as  fast  as  ten  miles  an  hour  would  permit. 
The  first  time-card  was  written  by  a  clerk  in  the  transportation  office  after  due 
consultation  with  the  engineers,  who  furnished  information  as  to  about  how 
long  it  would  take  to  run  from  one  station  to  another.  Later  on,  when  more 
than  half  a  dozen  copies  of  the  time-card  were  needed,  it  was  set  up  in  type  in  a 
Goshen  printing  office  and  several  hundred  copies  made,  which  were  circulated 
with  due  importance  to  the  event. 

The  management  was  quick  to  appreciate  the  necessity  of  water  tanks  along 
the  route  to  save  the  laborious  and  time-losing  operation  of  filling  the  engine 
tank  from  streams  when  the  supply  ran  short  and  the  train  was  betvyeen 
terminal  points.  Soon  after  a  wood  train  was  put  on  to  gather  up  the  wood 
scattered  along  the  road  and  haul  it  to  the  principal  stations. 

When  the  first  traffic  was  begun  on  the  completed  section,  a  boat  was  run 
from  the  foot  of  Cortlanclt  street  to  Piermont  every  morning  except  Sunday, 
connecting  with  the  passenger  train  leaving  Piermont  at  8  o'clock  and  arriving 
at  Goshen  at  i  o'clock  in  the  afternoon.  A  passenger  train  left  Goshen  each 
morning  at  7  o'clock  and  arrived  at  Piermont  at  12  o'clock.  A  freight  train  ran 
each  way  every  other  day.  The  fare  fruiu  Piermont  to  Goshen,  sixty  miles, 
was  $1.25. 

On  July  4,  1842,  an  excursion  was  run  for  the  benefit  of  the  public  from 
Goshen  to  New  York,  with  a  fare  reduced  to  $1.00.  James  Newell,  with  Engine 
No.  3,  pulled  the  train  which  carried  but  100  people,  including  two  bands  of 
music. 

When  the  road  was  completed  to  Port  Jervis,  two  passenger  trains  each 
way  were  found  necessary,  one  in  the  morning  and  one  in  the  evening.  This 
continued  for  the  year  that  Port  Jervis  was  the  western  terminus  of  the  road. 

William  Norris  made  the  first  locomotives  for  the  Erie,  three  in  number, 
for  $8,000  each,  and  took  $3,000  in  stock  on  each  engine.  They  were  delivered 
at  Piermont  in  December,  1841,  and  in  the  spring  of  1842  two  more  from  the 
same  shops  were  added  to  the  equipment.  The  live  engines  weighed  about 
sixteen  tons  each,  and  were  built  without  cabs,  as  was  the  custom  then. 

Joe  Meginnes  was  one  of  the  pioneer  engineers,  and  with  the  "Orange,"  No. 
4,  ran  the  first  newspaper  special  on  the  Erie,  an  event  that  was  important  at 
that  time  (1842)  inasmuch  as  he  beat  a  relay  of  couriers  who  with  horses  were 
endeavoring  to  reach  New  York  ahead  of  him.  Meginnes  was  the  first  engineer 
to  run  a  locomotive  with  a  cab  on  the  Erie.  Having  heard  that  the  locomotives 
on  the  New  Jersey  Railroad  had  cabs,  he  demanded  one  of  the  Eric  manage- 
ment with  the  ultimatum  that  he  would  quit  if  it  was  not  forthcoming.  His 
demand  was  complied  with,  and  dating  from  1848,  every  locomotive  added  to 
the  rolling  stock  of  the  Erie  possessed  a  cab. 

The  Rogers  company  delivered  to  the  Erie  in  1846  engines  Nos.  6  and  7, 


56  ERIE    RAILWAY    EDITION. 

and  their  appearance  was  quite  different  from  the  five  Norris  engines.  The 
drivers  were  five  feet  in  diameter,  and  each  engine  weighed  about  twenty 
tons.  The  following  year  came  two  engines,  Nos.  8  and  9,  from  the  Baldwin 
works,  and  again  the  public  was  startled  with  the  difference  in  the  appearance 
of  these  new  iron  horses.  The  Baldwin  engines  had  drivers  three  feet  nine 
inches  in  diameter,  while  the  smoke-slacks  were  tall  and  straight  instead  of  fun- 
nel-shaped as  the  others  were. 

As  each  strip  of  road  was  opened  to  traffic  additional  engines  were  added; 
and,  when  at  last  the  line  was  completed  to  Dunkirk,  there  were  ninety  engines 
for  460  miles  of  road,  and  they  had  been  purchased  from  eight  different  shops. 
The  most  remarkable  were  Nos.  88  and  89,  each  of  which  had  eight  drivers. 

Two  engines  that  would  create  merriment  today  were  those  of  the  Norris 
pattern,  Nos.  84  and  85,  with  drivers  seven  feet  in  diameter,  15x20  cylinders, 
and  fire-boxes  about  large  enough  to  hold  several  scuttles  of  coal.  With  a 
light  load  and  a  good  start  they  made  fast  time,  but  they  were  useless  on  a 
steep  grade  and  consequently  soon  fell  into  disfavor.  No  one  wanted  to  take 
them  out,  although  No.  84  pulled  the  Cincinnati  Express  from  Susquehanna 
to  Hornellsville,  a  distance  of  145  miles,  in  two  hours  and  twenty-one  minutes — 
the  record  run  up  to  that  time,  May,  1853.  The  84  tore  herself  to  pieces  one 
night  near  Gulf  Simimit,  and  it  is  tradition  that  her  engineer  assisted  her  by 
previously  loosening  several  set  screws  in  her  vital  parts. 

The  first  cars  run  by  the  Erie  were  six  freights,  which  were  twenty-five  feet 
long,  six  feet  high,  ten  feet  wide,  and  had  four  wheels ;  they  cost  $900  each. 
Later  four  passenger  cars,  each  thirty-two  feet  long,  eleven  feet  wide,  and  six 
feet  six  inches  high,  were  added  to  the  equipment  at  a  cost  of  $2,000  each. 

Telegraphy  was  in  its  infancy  when  the  Erie  was  completed,  and  the  line 
which  was  stretched  along  the  railroad  was  used  for  commercial  purposes  only. 
As  earlv  as  1850  it  was  suggested  that  the  telegraph  could  be  employed  in  run- 
ning trains,  but  the  idea  was  scouted  by  those  who  were  intimately  acquainted 
with  the  business  of  moving  trains.  Charles  Minot,  then  Superintendent  of  the 
Erie,  is  accredited  with  having  been  the  first  to  apply  the  principle,  thus  founding 
the  svstem  which  in  perfected  form  is  in  use  on  most  roads  today. 

Previous  to  Minot's  experiment,  trains  were  run  on  the  interval  system, 
that  is  :  the  ruling  train  had  the  right  of  way  for  one  hour  as  against  an  opposing 
train  of  the  same  class.  Minot's  application  of  the  telegraph  on  that  memorable 
day  in  1851  was  not  arranged  for.  He  happened  to  be  making  a  trip  over  the 
road  and  encountered  one  of  those  cases  where  a  train,  being  behind  time,  had 
to  follow  a  flagman  on  foot  until  the  opposing  train  was  met  and  passed. 

Being  annoved  at  the  d«;lay.  Superintendent  Minot  went  into  the  station  at 
Turners  and  learned  that  the  train  they  were  waiting  for  had  not  yet  reached 
Goshen.  He  telegraphed  the  agent  at  Goshen  to  hold  the  train  until  further  or- 
ders, and  then  sent  an  order  to  the  engineer  of  the  train  on  which  he  was  riding 
to  run  to  Goshen  regardless  of  the  opposing  train. 

Isaac  Lewis  was  the  engineer  to  whom  the  order  was  handed,  and  he  abso- 
lutely refused  to  move  until  his  hour  had  expired.  In  vain  did  Superintendent 
Minot  argue  that  the  opposing  train  was  held  safely  at  Goshen,  and  at  last  he 


AMERICAN    LCKOMOTIVF.    ENGINEERS. 


57 


sy^LONO 


-"  piCTliRESQUg 


58  ERIE    RAILWAY    EDITION. 

pulled  off  his  coat  and  took  charge  of  the  throttle  himself.  Lewis  seated  him- 
self in  the  last  coach  close  to  the  door  so  that  he  could  jump  in  case  there  was 
danger  of  a  collision.  Superintendent  Minot  ran  the  train  to  Goshen,  and  as 
the  west-bound  train  was  not  yet  there,  he  changed  the  order  and  finally  got  to 
Port  Jervis  ere  he  met  it. 

The  experience  of  that  day  revolutionized  the  system  of  train-running. 
Superintendent  Minot  calknl  to  his  aid  several  experts  in  telegraphy  and  soon  had 
dispatchers  watching  the  movement  of  the  trains.  It  was  some  time,  however, 
before  the  train  crews  and  the  traveling  public  felt  perfectly  safe  on  board  a 
train  that  was  being  rim  to  a  certain  station  "regardless"  of  one  coming  in  the 
opposite  direction. 

At  about  the  same  date  that  the  road  was  completed  through  to  the  lake,  the 
Company  made  an  important  change  in  its  eastern  terminus.  When  the  New 
York  Legislature  fixed  Piermont  as  the  point  on  the  Hudson  where  the  road 
was  to  terminate,  it  was  openly  declared  that  time  would  see  the  terminus  nearer 
New  York  City,  and  when  the  h'rie  failed  to  take  advantage  of  the  opportunity 
offered  by  the  Harlem  &  New  York  Railroad  certain  far-seeing  New  Jerseyans 
laid  the  foundation  of  future  wealth  by  incorporating  two  lines  of  road,  one 
from  Rama]30  to  Paterson,  the  other  from  Paterson  to  Jersey  City,  along  the 
Paramus  A'allev,  thus  occupying  the  only  natural  route  for  the  Erie  to  reach 
Jersey  Cit\-  opposite  New  York  City. 

As  soon  as  the  Erie  was  built  west  of  the  Delaware  River,  these  two  short 
lines  were  completed,  and  in  1848  were  put  in  operation,  their  terminus  being 
only  about  half  a  mile  from  the  Erie  station  at  Suffcrn.  The  provision  of  the 
Erie's  charter  forbade  its  making  any  connection  with  this  road,  but  in  spite  of 
all  they  could  do  their  passengers  would  not  go  to  New  York  via  Piermont  and 
the  Company's  boats,  nor  would  they  come  by  that  route,  for  the  New  Jersey 
road  was  some  twenty  miles  shorter,  and  saved  nearly  two  hours  of  time. 

The  General  Railroad  Bill  of  1850  forced  the  Erie  to  provide  proper  con- 
nections at  Ramapo,  but  they  continued  to  discriminate  by  rates  against  those 
who  persisted  in  traveling  by  the  Jersey  City  route.  The  management  was  fin- 
ally forced  from  its  absurd  position,  and  in  February,  1851,  it  secured  a  perpetual 
lease  of  the  route  through  to  Jersey  City  and  immediately  began  running  trains 
over  its  acquired  property,  subsequently  widening  the  gauge  to  accommodate 
the  regular  Erie  trains. 

The  citizens  of  Newburgh  and  of  the  towns  between  Piermont  and  Suffern 
were  instantly  aroused  to  hostility.  It  was  manifest  that  the  new  route  excelled 
the  old,  and  they  foresaw  that,  as  soon  as  the  Company  could  provide  docks  at 
Jersey  City,  Newburgh  and  Piermont  would  exist  only  as  terminals  of  branch 
lines.  Again  the  Erie  was  forced  to  meet  her  jealous  enemies  in  the  Legislature 
to  fight  a  bill  that  proposed  to  forbid  her  running  trains  over  the  newly-acquired 
route.  But  on  this  occasion,  however,  the  bill  was  manifestly  so  unjust  that  it 
was  easily  defeated.  Thus  the  Erie  was  permitted  to  develop  and  use  the  route 
over  which  the  road  should  have  been  built  at  first. 

There  were  no  Sun'day  trains  of  any  kind  run  in  the  United  States  until  1852, 
and  the  Erie  was  the  first  to  operate  trains  on  that  day  of  the  week.     In  the 


AMERICAN    LOCOMOTIVE    ENGINEERS.  59 

official  time-table  issued  in  August,  1852,  the  Sunday  train,  as  well  as  the  emi- 
grant train,  aj^peared  for  the  first  time.  It  ran  only  in  one  direction,  from 
Elmira  to  Piermont,  but  later  three  trains  a  day  were  necessary  to  acconuno- 
date  the  traffic.  On  this  same  time  card  the  railroad  restaurant  receives  its  first 
mention.  The  Erie  inaugurated  what  are  now  designated  as  "suburban  trains" 
in  1852,  running  five  specials  each  way  between  Paterson  and  Jersey  City,  con- 
necting with  ferry  boats  for  New  York  City.  This  was  before  the  time  of  the 
Pennsylvania  Railroad;  New  Jersey  Central;  Delaware  &  Lackawanna;  New 
York,  Susquehamia  &  Western ;  Northern  of  New  Jersey,  and  Greenwood  Lake 
Railroad,  and  the  Erie  for  years  had  ever\lhing  its  own  way. 

The  building  and  equipping  of  the  Erie  had  cost  over  $23,000,000,  as  com- 
pared with  Engineer  Wright's  "liberal  estimate"  in  1834  of  $4,762,260,  and  the 
financial  statement  of  1852  showed  a  debt  of  over  $23,000,000,  of  which  $6,000,- 
000  was  represented  by  stock,  while  the  assets  amounted  to  about  $23,000,000. 

Part  of  the  eastern  division  was  double  tracked,  and  the  Directors  urged  that 
increasing  business  demanded  the  continuance  of  the  second  track  westward  as 
fast  as  possible.  To  do  this  it  was  agreed  to  issue  $6,000,000  in  bonds,  and  after 
the  floating"  debt  of  $3,000,000  was  paid,  to  use  the  other  $3,000,000  in  putting 
down  100  miles  of  additional  track  west  of  Great  Bend. 

It  was  a  bad  financial  move,  for,  with  the  road  paying  a  neat  surplus,  such 
improvements  as  were  needed  could  have  been  made  and  the  debts  of  the  road 
met  when  due.  This  was  the  beginning  that  ultimately  carried  the  manage- 
ment of  the  Erie  into  the  hands  of  the  Wall  street  clique,  by  which  it  was  used 
for  personal  aggrandizement  to  the  detriment  of  the  road. 

The  year  1854  was  a  memorable  one  in  the  history  of  the  Erie,  on  account  of 
the  rate  war  with  the  New  York  Central,  and  later  the  first  strike  that  occurred 

on  the  system. 

D.  C.  McCallum,  who  was  Superintendent  of  the  Susquehanna  Division, 
drafted  a  set  of  rules  which  met  with  the  approval  of  the  Directors,  but  Charles 
Minot,  who  was  General  Superintendent  of  the  road,  refused  to  enforce  them. 
This  led  to  a  disagreement  of  such  a  serious  nature  that  ]\linot  resigned  and 
McCallum  was  elected  to  his  place,  which  meant  that  the  AlcCallum  code  nuist 
be  obeyed. 

The  engineers  were  most  affected  l)y  the  objectionable  rules,  inasnutch  as 
by  one  provision  an  engineer  was  held  responsible  if  he  ran  off  a  switch  at  a 
station  where  he  had  stopped,  even  if  he  had  received  a  signal  from  the  switch- 
man to  go  ahead.  In  other  words  he  must  ascertain  personally  whether  the 
switch  was  right  and  take  no  person's  signal  in  regard  to  it.  Another  grievance 
of  the  engineers  was  a  system  of  "posting,"  by  which  engineers  wiio  were  dis- 
missed were  kept  from  employment  by  other  railroad  companies. 

.\  commhtee  called  upon  the  Directors  and  asked  that  these  rules  be  changed, 
but,  receiving  an  unsatisfactory  reply,  word  was  sent  along  the  line  and  on  June 
17th  the  engineers  quit  in  a  body.  The  business  of  the  road  was  completely 
at  a  standstill,  and  the  Company  sent  out  word  that  all  who  would  return  by 
the  20th  could  have  their  places  back,  while  those  who  did  not  return  must  con- 
sider themselves  discharged. 


60  ERIE    RAILWAY    EDITION. 

A  few  men  returned,  but  the  rest  considered  the  notice  a  "bhiff,"  and  waited 
for  developments.  On  the  24th  Superintendent  McCallum  modified  the  objec- 
tionable clauses  of  his  rules  to  the  complete  .satisfaction  of  the  engineers,  and 
on  the  26th  they  all  returned  to  work. 

During  Homer  Ramsdell's  term  as  President  a  bill  was  passed  by  the  New 
Jersey  Legislature  wdiich  empowered  the  Erie  to  complete  its  terminal  facilities 
at  Jersey  City.  Under  this  permission  the  Long  Dock  Company  was  char- 
tered and  work  begun.  At  about  the  same  time  a  contract  was  made  for  the 
Bergen  Tunnel^  and  the  work  was  commenced  in  June,  1856,  though  it  was  not 
completed  and  opened  to  traffic  until  February,  1861. 

The  year  of  1856  saw  another  strike  of  the  engineers,  and  again  Superintend- 
ent McCallum  was  forced  to  bear  the  blame.  Although  he  had  assured  the 
engineers  in  1854  that  they  should  have  every  consideration  shown  them,  it  was 
on  record  that  over  a  score  had  been  discharged  in  violation  of  the  agreement 
of  1854.  The  trouble  was  forced  to  an  issue  when  Samuel  Tyler  was  discharged 
at  Hornellsville  for  running  off  a  switch,  although  the  .switchman  had  signaled 
him  that  the  switch  was  properly  set. 

A  committee  was  appointed  to  call  upon  the  Directors  to  inquire  why  the 
agreement  of  1854  was  not  kept;  they  also  objected  to  their  pay  being  stopped 
while  their  engines  were  in  the  shop.  The  same  committee  recommended  that 
the  wages  of  firemen  be  raised  to  $1.50  a  day,  and  asked  that  engineers  of  other 
roads  who  wished  to  travel  on  the  Erie  be  accorded  free  transportation  when 
proper  credentials  were  shown. 

The  grievances  of  the  engineers  were  discussed  by  the  Directors,  and  their 
answer  was  made  clear  wdien  the  committee  of  engineers  received  instant  dis- 
missal from  the  Company's  employ,  while  on  the  same  day  Superintendent  Mc- 
Callum advertised  for  one  hundred  and  fifty  engineers. 

The  discharged  committee  telegraphed  to  their  several  divisions  the  result 
of  the  interview  with  the  Directors  on  October  4th.  and  on  the  morning  of  the 
5th  not  a  train  was  moved.  On  October  6  Superintendent  McCallum  advertised 
that  a  bonus  of  $25  would  be  paid  to  every  engineer  who  would  return  to  his 
place,  and  a  like  sum  to  any  engineer  who  would  come  from  any  other  road. 
Several  responses  met  this  appeal,  but  they  were  so  few  that  the  Company  was 
forced  to  abandon  many  trains.  Their  next  move  was  to  hire  anybody  that 
came  along  claiming  knowledge  of  a  locomotive,  and  by  so  doing  they  inaugu- 
rated a  short-lived  policy  that  cost  millions  of  dollars  and  helped  the  road  to 
bankruptcy.  Had  the  new  engineers  been  let  alone  they  would  have  ruined 
many  engines  ere  they  had  learned  to  run  them ;  but,  hampered  by  the  strikers 
and  their  friends,  a  reign  of  terror  spread  along  the  route.  It  was  a  common 
occurrence  for  an  engine  to  tear  itself  to  pieces  or  burst  a  boiler,  and  many  of 
them  developed  a  tendency  to  fly  the  track  at  the  slightest  opportunity. 

The  Company  persisted  in  its  luinous  policy  until  February,  1857,  when  Mc- 
Callum was  forced  to  resign ;  but  in  the  meantime  most  of  the  old  engineers  had 
left  to  accept  places  on  other  roads,  and  it  was  not  until  1859,  when  Charles 
Minot  was  recalled,  that  the  force  of  engineers  was  brought  up  to  a  high 
standard. 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


61 


~^A. 


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./ 


yfc- 


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r^'Ti  ry/f/ 


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<  a//^     i7%     <r<;v-i<  (vs,    y-"*"   --fy/    i^i-i^,   ~^'^''^ 


In  1857  Charles  Aloraii  was  elected  to  the  Presidency  of  the  Erie  at  a  salary 
of  $25,000  a  year,  and  one  of  his  first  moves  was  to  terminate  the  rate  war 
with  the  New  York  Central  and  cut  down  expenses  in  the  operating  department. 
The  Erie  up  to  this  time  had  cost  some  $37,000,000,  and  more  money  was 
needed.  i\.  new  issue  of  bonds  to  the  extent  of  $6,000,000  w^as  voted,  but  so 
slowly  did  the  public  act  in  taking  them  that  President  Moran  was  forced  to 
market  some  of  them  in  England.  In  1859  the  Company  was  in  debt  over 
$36,000,000,  and  so  hopelessly  were  the  affairs  tangled  that  a  receiver  was 
deemed  necessary  to  unravel  them. 

Nathaniel  Marsh  luidertook  (he  task  ami  managed  the  road  up  to  December, 
1861,  when  it  was  reorganized  under  the  title  of  the  Erie  Railroad  Company; 
and  thus,  after  thirty  years  of  struggle  with  adversity,  the  New  York  &  Erie 
Railroad  Company  ceased,  and  a  new  company  was  created  to  carry  on  the 
affairs  of  the  great  railroad. 

The  year  1858  was  made  notable  by  the  introduction  of  engines  for  burning 
soft  coal,  and  so  marked  was  the  improvement  that  many  of  the  old  engines 


G2  ERIE    RAILWAY    EDITION. 

were  equipped  with  Hreboxes  tor  coal  instead  of  wood.  In  1861  liard  coal  was 
tried  and  again  a  great  improvement  was  noticed,  resulting  in  more  changes  in 
fireboxes,  though  it  was  not  until  in  1S72  that  hard  coal  came  to  be  generally 
used. 

It  was  in  1861,  just  at  the  beginning  of  the  Civil  War,  when  the  great  coal 
fields  along  the  route  of  the  Erie  began  to  be  developed.  The  many  short  lines 
of  railroad  connecting  with  the  Erie  supplied  it  with  traffic  in  this  line  that  did 
much  to  increase  its  earnings  and  to  raise  t!ic  hopes  of  those  who  were  strug- 
gling with  the  financial  ditficultics  of  the  road. 

With  the  completion  of  the  Long  Dock  at  Jersey  City,  in  addition  to  the 
Company's  docks  at  Piermont  and  Newburgh,  they  had  terminal  facilities  that 
far  exceeded  their  carr3-ing  capacity;  and  at  the  same  time  traffic  was  so  great 
that  the  road  was  not  supplied  with  sufficient  rolling  stock  to  carry  it.  In  order 
to  raise  money  to  supply  the  deficiency  the  Company  sold  its  steamers  on  Lake 
Erie  to  the  Erie  Railway  Steamboat  Company,  a  private  company  composed 
mainly  of  officers  of  the  Erie  Railway  Company. 

In  May,  1862,  the  Erie  acquired  the  Bufifalo,  New  York  City  &  Erie  Rail- 
road by  lease,  together  with  its  entire  equipment,  and  thus  the  Erie  gained 
Bufifalo  as  the  terminal  point.  This  road  had  a  branch  running  from  Avon 
to  Rochester,  which  was  included  in  the  lease,  and  is  now  known  as  the  Rochester 
Division. 

The  region  through  which  the  Culifalo,  New  York  City  &  Erie  passed  was 
one  which  had  hoped  to  receive  the  main  line  of  the  Erie  when  the  road  was 
first  projected.  When  the  route  was  changed  in  1849,  the  people  between  Buf- 
falo and  Hornellsville  decided  that  if  the  Erie  would  not  come  to  them  they 
would  go  to  the  Erie,  and  accordingly  the  Attica  &  Hornellsville  Railroad  Com- 
pany was  organized  to  connect  the  Erie  with  the  small  road  running  from  Attica 
to  Bufifalo.  Later  it  w-as  decided  to  connect  with  the  Erie  at  Painted  Post,  but 
before  work  could  be  commenced  the  old  route  to  Hornellsville  was  decided  as 
best,  and  as  the  city  of  Buffalo  agreed  to  help  build  the  branch  by  that  route,  the 
other  was  abandoned  and  active  work  was  pushed  on  the  line  from  Buffalo  to 
Hornellsville,  which  was  assisted  materially  by  the  Erie  Company,  who  loaned 
the  new  road  the  old  "Orange"  engine  to  assist  in  constructing  the  track.  The 
road  was  put  in  operation  a  short  distance  in  January,  1852,  being  completed  in 
May  of  the  same  year. 

The  citizens  along  the  line  of  the  projected  branch  to  connect  with  the  Erie 
at  P'ainted  Post  were  sorely  disappointed  when  the  Hornellsville  route  was 
chosen,  and  they  decided  to  build  an  independent  line  connecting  Buffalo  with 
the  Erie.  Accordingly  the  Buffalo,  Corning  &  New  York  Railroad  was  char- 
tered and  private  citizens  furnished  the  means  for  building  the  road.  It  was  put 
in  operation  from  Painted  Post  to  Batavia  in  1854,  when  all  further  construc- 
tion work  ceased.  In  1855  the  Company  was  foreclosed  on  account  of  default 
on  interest,  and  on  its  sale  was  purchased  by  the  Bufifalo  &  New  York  City 
Railroad,  which  also  had  under  lease  the  Rochester  &  Genesee  Valley  Railroad. 

The  Buffalo  &  New  York  City  Railroad  had  a  checkered  career  until  1862, 
when  it  was  leased  to  the  Eric,  and  the  latter  imme<liately  began  preparations 


AMERICAN    LOCOMOTIVE    ENGINEERS.  63 

to  make  Buffalo  the  terniiiuis  of  its  weslcrn  business.  By  the  term.s  of  its 
charter  it  was  forced  to  regard  Dunkirk  as  its  legal  western  terminus,  but  that 
did  not  prevent  it  from  running  its  principal  trains  to  Buffalo.  When  this  was 
done  the  hopes  of  Dunkirk  to  become  a  great  commercial  city  waned,  while  the 
city  at  the  head  of  the  lake  began  to  thrive.  In  1896,  when  the  lease  terminated, 
the  Erie  purchased  the  road  and  consolidated  it  with  the  Erie  system. 

But  for  the  influence  of  the  Delaware  &  Hudson  Canal  Company  the  Erie 
might  have  been  l)uilt  through  Pike,  Wayne,  Luzerne  and  Susquehanna  counties, 
in  Pennsylvania.  When  it  was  found  necessary  for  the  road  to  leave  New  York 
and  enter  Pennsylvania  meetings  were  held  in  these  counties  to  create  an  interest 
and  to  show  the  Erie  projectors  how  feasible  was  this  short  cut  to  the  Susque- 
hanna Valley.  For  some  reason  the  Canal  Company  did  not  desire  this,  and  it 
packed  the  meetings  with  men  who  talked  and  voted  against  the  project.  A 
line  was  surveyed  from  Lackawaxen  by  way  of  Honesdale  and  Carbondale  to 
Lanesborough  (Susquehanna),  and  it  was  shown  that  the  route  was  prefcralilc  to 
the  one  along  the  Delaware  on  the  New  York  side. 

An  effort  was  made  to  get  a  bill  thrcuigh  the  Pennsylvania  Legislature  per- 
mitting the  Erie  to  build  along  this  route,  but  it  met  strong  opposition,  and  a 
bill  giving  the  road  permission  to  build  its  line  along  the  west  shore  of  the  Dela- 
ware, in  Pike  County,  was  passed.  The  Erie  was  constructed  along  the  route 
of  its  original  survey,  but  the  leading  citizens  along  the  surveyed  route  in  Penn- 
sylvania were  anxious  to  have  a  railroad  built  and  to  demonstrate  to  the  Erie 
how  nuich  more  practicable  was  this  route.  A  charter  was  secured,  but  on 
receiving  no  encouragement  from  the  Erie  the  matter  was  dropped.  In  1860 
the  Pennsylvania  Coal  Company  built  a  branch  from  Lackawaxen  to  Hawley, 
over  the  line  that  had  been  previously  surveyed,  for  the  purpose  of  connecting 
their  coal  mines  with  the  Erie.  Later  it  was  leased  to  the  Erie,  which  now  oper- 
ates it  as  the  Hawley  Branch. 

The  building  of  this  section  of  the  route  that  had  been  projected  through  to 
Susquehanna,  stimulated  the  hopes  of  those  who  lived  along  the  other  end  of 
the  route,  and  in  1863  the  charter  was  revived.  Authority  was  secured  to  build 
the  road  along  the  line  of  the  original  survey,  the  Delaware  &  Hudson  Canal 
furnishing  the  funds  for  building  it.  Work  was  soon  begun,  but  it  progressed 
slowly,  not  being  completed  until  October,  1870,  at  which  time  it  passed  into 
the  hands  of  the  Erie  on  the  purchase  of  its  stock.  The  road,  however,  is  incom- 
plete to  this  day,  a  small  portion  between  Honesdale  and  Hawley  never  having 
been  finished ;  so  that  the  Erie  operates  one  end  as  the  Jefferson  Division  and 
the  other  as  the  Hawley  Branch.  During  the  Gould  regime  an  effort  was  made 
to  have  the  missing  link  added,  and  Gould  agreed  to  build  it  provided  the  people 
of  Wayne  County  woitld  comply  with  certain  conditions.  They  agreed  to  do 
so,  but  before  the  plans  could  be  completed  Gould  was  out  of  power  and  the 
plan  was  allowed  to  drop. 

What  is  now  the  Bradford  Division  of  th.e  Erie  has  a  curious  history.  The 
Company  which  was  to  build  it  was  organized  in  Buffalo  in  1852  with  the  object 
of  building  a  road  that  would  connect  Buffalo  direct  with  the  coal  fields  of  Penn- 
svlvania.     After  maVing  a  few  contracts  and  actually  commencing  work  the 


64-  ERIE    RAILWAY    EDITION. 

project  was  abandoned,  but  Danic!  I\in,i4'sl)ury,  wbo  owneil  valuable  land  in  the 
neighborhood  that  was  to  be  tapped  by  the  road,  took  up  the  idea  and  succeeded 
in  getting  a  charter  for  a  road  to  be  built  up  the  valley  of  the  Ounnugawat  to 
connect  with  the  Erie  at  Carrollton.  Mr.  Kingsbury  with  others  built  the 
road  from  Bradford  to  the  Erie,  and  ih(.>  old  "Orange"  engine  was  secured 
to  run  a  train  each  way  every  da\-.  'J'lu-  exiienditures  were  greatly  in  excess 
of  the  receipts,  and  in  a  short  time  the  road  was  abandoned,  ilr.  Kingsbury 
ran  a  hand-car  over  the  route  for  a  while,  and  then  put  a  stationary  engine  on  a 
flat  car  and  propelled  it  by  means  of  a  l;>elt  from  the  engine  to 
a  pulley  on  the  car's  axle.  The  road  was  all  he  had  left  from  his  former  large 
fortune,  and  he  was  determined  to  recoup  in  some  manner.  His  primitive  train 
soon  began  to  earn  money  and  in  a  short  time  was  paying  him  handsomely. 
Charles  Minot,  then  Superintendent  of  the  Erie,  was  attracted  to  the  Httle  road, 
and  after  examining  it  he  and  some  of  the  Erie-  Directors  bought  it.  They 
extended  it  to  Buttsville,  Pennsylvania,  and  later  sold  it  to  the  Erie  Railway 
Company  for  a  handsome  sum.  Later  on  when  Bradford  became  the  center 
of  the  great  Pennsylvania  oil  fields,  the  road  was  extended  to  Johnsonburg  and 
became  one  of  the  important  feeders  of  the  Erie  system. 

During  the  time  the  Erie  was  under  the  control  of  Nathaniel  Marsh  as 
receiver,  the  Wall  Street  clique  had  little  or  no  chance  to  manipulate  its  financial 
afifairs,  but  on  his  death  in  i?04,  he  was  succeeded  by  Robert  H.  Berdell,  who 
was  placed  in  his  position  by  Cornelius  \'anderbilt,  who  was  then  beginning 
to  make  the  name  of  \'anderbilt  familiar  in  railroad  circles.  Daniel  Drew,  a 
strong  opponent  of  the  \'anderbilts,  was  a  member  of  the  Board  of  Directors, 
and  one  who  unhesitatingly  turned  the  affairs  of  the  road  to  his  own  personal 
gain  at  every  opportunitv. 

The  railroad  act,  passed  by  the  New  York  Legislature  in  1850,  forbade  com- 
panies increasing  their  capital  by  direct  issue  of  stock,  but  permitted  them  to 
issue  bonds  to  raise  monev  for  equipment,  and  allowed  them  to  insert  in  these 
bonds  a  clause  authorizing  the  holder  to  convert  the  bonds  into  stock  at  their 
face  value.  This  provision  opened  up  a  way  for  Drew  to  get  even  with  his 
enemy,  Vanderbilt,  and  brought  al.iout  the  first  great  plunge  taken  by  the  Erie 
in  that  series  of  Wall  Street  scandals  which  founded  the  private  fortunes  of  sev- 
eral men. 

Vanderbilt  was  anxious  to  obtain  control  of  the  Erie  and  was  buying  its  stock 
right  and  left  at  about  95,  while  Drew  was  selling  such  enormous  quantities  that 
every  one  knew  he  was  selling  "short"(  i.  e.,  selling  stock  he  did  not  possess),  and 
believed  would  be  made  bankrupt  when  \'anderbilt  asked  for  delivery  of  the 
stock. 

At  this  juncture  the  floating  debt  was  bothering  the  Company  not  a  little, 
while  the  road  was  in  such  shajie  that  much  money  needed  to  be  expended  in 
repairs  and  in  the  purchase  of  more  rolling  stock.  Drew  had  money  to  loan  and 
the  Company  borrowed  some  83,500,000  of  him,  giving  him  convertible  bonds 
as  security.  These  he  turned  into  stock  and  delivered  his  sales  to  Vanderbilt, 
who  was  forced  to  accept  them  at  above  95,  while  the  price  had  fallen  below  70. 
This  is  but  one  incident  in  the  Eric's  financial  affairs,  but  it  serves  to  show  how 


ERIF,    KAIL\VA^'    EDITION. 


65 


66  ERIE    RAILWAY    EDITION. 

unscrupulous  oftkers  use  the  stock  of  a  public  corporation  to  better  their  own 
financial  conditions. 

During  President  Berdell's  administration  the  Company  began  to  get  ready 
for  the  opening  of  the  Atlantic  &  Great  \\'estern  Railway,  the  link  that  had  been 
missing  in  the  connection  between  New  York  City  and  St.  Louis.  The  road 
had  so  few  engines  that  they  were  kept  running  all  the  time  instead  of  being  laid 
off  to  receive  needed  repairs.  In  1864  contracts  were  let  for  sixty  engines  of 
the  most  approved  type,  to  burn  coal;  and  the  erection  of  the  great  shops  at 
Susquehanna  was  begun. 

The  Atlantic  &  Great  Western  Railroad  dates  back  to  1836,  when  the  people 
of  Chautauqua  County  obtained  a  charter  to  build  a  railroad  connecting  with 
the  projected  New  York  &  Erie  at  Jamestown  and  extending  to  the  Pennsyl- 
vania state  line,  there  to  connect  with  some  road  to  the  west.  The  New  York  & 
Erie  was  so  long  in  getting  built  that  the  enthusiasm  died  out  until  the  road  was 
finished  through  to  Dunkirk  in  185 1.  Jamestown  was  not  on  the  road  as  it  was 
completed,  and  the  citizens  of  that  city  secured  a  charter  for  a  road  to  extend 
from  West  Salamanca  on  the  New  York  &  Erie  to  the  Pennsylvania  state  line. 
Work  was  commenced  in  1853,  but  in  1855  it  was  abandoned  on  account  of  lack 
of  funds. 

There  were  others  who  were  anxious  for  connection  with  the  New  York  & 
Erie,  or  with  some  other  direct  route  to  New  York  City,  and  early  in  185 1  the 
movement  took  shape  in  Ohio  when  Marvin  Kent,  a  wealthy  manufacturer  of 
Franklin,  applied  for  and  received  a  charter  from  the  Ohio  Legislature  for  a 
road  to  be  built  from  Franklin  to  Warren  in  Ohio,  with  privilege  to  extend  it 
east  to  the  Pennsylvania  line  and  southwest  to  the  city  of  Dayton.  Work  was 
begun  in  1853  on  the  road  from  Franklin  to  Warren  and  progressed  well,  but 
getting  connection  through  Pennsylvania  to  the  New  York  state  line  was  very 
difficult.  It  was  necessary  to  procure  a  charter  from  the  Pennsylvania  Legisla- 
ture, and  in  that  body  the  influence  of  Philadelphia  and  Pittsburg  blocked  all 
attempts. 

It  was  discovered,  however,  that  the  provisions  of  the  Pittsburg  &  Erie's 
charter  were  very  liberal  in  regard  to  the  building  of  branch  lines,  and  the  Com- 
pany was  approached  in  regard  to  building  a  road  from  Kinsman,  near  the  Ohio 
state  line,  to  a  point  on  the  New  York  line.  The  Company  was  willing  to  build 
the  branch  provided  the  funds  were  furnished,  and  the  Erie  Railway  Company 
made  a  survey  of  the  route.  Ground  was  broken  at  Meadville  in  August,  1853, 
but  as  the  Erie  was  not  able  to  give  any  financial  aid,  the  work  was  soon  aban- 
doned. 

Four  years  later  a  company  styled  the  Meadville  Railroad  Company  was 
chartered  for  the  purpose  of  building  a  railroad  between  Erie  and  Meadville, 
and  to  purchase  the  branching  privilege  of  the  Pittsburg  &  Erie  Railroad.  When 
the  preliminaries  had  been  finished,  the  Company  was  organized  and  a  party 
was  sent  to  Europe  to  negotiate  the  sale  of  bonds  to  the  extent  of  $2,500,000. 
The  name  of  the  road  was  changed  to  the  Atlantic  &  Great  \\'estern  in  1858,  and 
as  funds  were  not  forthcoming  at  home,  another  committee  was  sent  to  Europe 
to  negotiate  with  capitalists  to  secure  money  to  build  the  road. 


AMERICAN    LOCOMOTIVE    ENGINEERS.  67 

It  was  then  that  James  iMcHenry  became  interested  in  the  building  of  the 
road,  and  so  shrewdly  did  he  lay  his  plans  that  he  in  years  after  became  the 
virtual  owner  of  it.  iMcHenry  had  little  difficulty  in  inducing  the  capitalists  of 
Europe  to  invest  their  money,  the  Duke  of  Salamanca  alone  placing  $1,000,000 
worth  of  the  bonds  in  Spain  at  his  request.  Work  was  begun  in  May,  i860,  and 
progressed  so  well  that  the  road  was  opened  to  Jamestown  in  September  and  to 
Corry  in  May,  1861.  There  it  rested  until  1862,  owing  to  the  lack  of  money  and 
the  reluctance  of  Europeans  to  invest  more.  Late  in  1862  the  funds  needed 
were  procured  by  McHenry  and  the  road  was  pushed  on  to  Franklin  and  later 
to  Oil  City,  which  was  reached  in  June,  1864. 

The  Cleveland  &  Mahoning  Railroad,  which  was  already  in  operation,  using 
the  standard  gauge,  was  leased  in  1863  and  an  additional  rail  was  laid  t(.)  provide 
for  the  broad  gauge  rolling  stock  of  the  Atlantic  &  Great  Western. 

Work  had  been  progressing  on  the  line  between  Warren  and  Dayton,  but  it 
was  not  until  June  of  1864  that  the  road  was  completed  to  that  city.  The  Cin- 
cinnati, Hamilton  &  Dayton  had  a  six-foot  gauge  between  Cincinnati  and  Day- 
ton;  and  thus  at  last,  after  about  thirty-three  years,  the  great  project  of  a  route 
from  the  Hudson  to  the  Mississippi  was  complete. 

On  Friday,  September  2,  1864,  the  first  through  train,  an  illustration  of  which 
is  presented  on  another  page,  was  run  from  Salamanca  to  Cincinnati,  and  the 
event  was  celebrated  in  Aleadville  in  a  manner  befitting  the  occasion.  A  recep- 
tion was  tendered  Mr.  McHenry  at  the  completion  of  which  a  salute  was  fired  in 
his  honor,  and  then  a  procession  was  formed  in  which  all  the  employes  of  the 
Atlantic  &  Great  Western  at  that  point  participated. 

The  financial  afTairs  of  the  Company  were  in  poor  condition  from  the  start, 
but  it  was  able  to  stand  its  creditors  ofT  until  1867,  when  it  was  placed  in  the 
hands  of  a  receiver;  and  in  1S68  it  was  leased  to  the  Erie  Railway  Company  for 
twelve  years,  but  in  1871  was  sold  under  foreclosure.  The  property  was  now 
virtually  that  of  McHenry  and  foreign  bankers,  and  in  May,  1874,  it  was  again 
leased  to  the  Erie  for  ninety-nine  )-ears,  but  the  lease  was  repudiated  by  the  next 
President  of  the  Erie,  and  again  it  was  sold  under  foreclosure.  The  purchasers 
in  this  instance  reorganized  it  in  1880  as  the  New  York,  Pennsylvania  &  Ohio 
Railroad  Company.  It  was  again  sold  under  foreclosure  in  1896,  and  was  pur- 
chased by  the  Erie  Railway  Company  and  is  permanently  cemented  now  to  that 
great  system. 

It  was  in  1867  that  the  names  of  Gould  and  Fiske  appeared  in  the  list  of  Erie 
Railway  Directors,  and  so  obscure  were  these  two  men  that  Fiske's  name  was 
misspelled  by  the  newspapers,  while  Gould  was  referred  to  as  simply  J.  Gould. 
Later  on,  however,  these  men  became  dominant  powers  in  Erie  management, 
and  it  is  often  suggested  that  the  foundation  of  the  Gould  millions  is  represented 
in  Erie  history  by  a  receiver  being  appointed  some  years  after  he  was  ousted 
from  its  presidency. 

The  period  from  March,  1868,  to  March,  1872,  is  marked  in  the  financial  his- 
tory of  the  Erie  as  one  continual  fight  among  the  \'anderbilts,  Gould  and  Fiske, 
Daniel  Drew,  and  James  McHenry  for  possession  of  the  controlling  interest  in 
the  Erie.      Like  a  lot  of  children  fighting  for  possession  of  a  rag  doll,  there  could 


68  ERIE    RAILWAY    EDITION. 

be  but  one  result — a  damaged  oljjcet  tbat  some  one  else  uuist  pick  up  and  put 
into  condition  ere  it  would  be  worth  possessing. 

At  the  end  of  this  litigation  and  stock-jobbing  the  Erie  was  in  a  serious 
financial  condition.  General  John  A.  Dix  was  elected  President,  but  after  a 
few  months  he  was  succeeded  by  Peter  H.  Watson,  who  for  two  years  struggled 
with  the  burdens  he  had  assumed.  There  was  a  debt  of  over  $30,000,000  on  the 
road  and  stock  to  the  amount  of  $86,000,000  was  recorded  on  the  books,  most  of 
which  had  been  placed  there  through  the  clause  that  allowed  the  conversion  of 
bonds  into  stock,  and  it  represented  several  campaigns  in  Wall  Street  to  the 
financial  benefit  of  those  who  were  in  power  when  the  bonds  were  issued. 

During  the  Wall  Street  reign  the  rolling  stock  and  equipment  of  the  Com- 
pany had  been  allowed  to  run  down  and  deteriorate  to  such  an  extent  that  im- 
mediate repairs  and  additions  must  be  made.  President  Watson  is  quoted  as 
saying  that  the  road  had  only  half  enough  cars  and  engines,  while  those  that 
were  in  use  should  be  run  into  the  shops  for  repairs.  A  mortgage  of  $40,000,000 
was  determined  on  for  the  purpose  of  adding  to  the  equipment  and  of  narrow- 
ing the  gauge  of  the  road.  The  next  question  was,  \\'ho  wanted  the  mortgage? 
Capitalists  not  being  forthcoming,  President  Watson  went  to  Europe  to  interest 
a  syndicate  in  taking  it.  but  chose  an  unfortimate  time  because  English  investors 
were  as  shv  of  Erie  securities  as  were  the  capitalists  of  America. 

Hugh  J.  Jewctt  took  up  the  burden  of  the  Erie  in  1874  and  began  by  dic- 
tating the  terms  on  which  he  would  accept  the  Presidency,  which  were,  a  salary 
of  $40,000  a  year  and  a  contract  of  ten  years.  These  might  be  considered  hard 
terms,  but  the  Erie  was  badly  in  need  of  a  railroad  man  of  experience  to  take 
the  helm,  and  the  Directors  decided  that  it  would  be  good  policy  to  engage  a 
man  who  knew  his  business  and  not  experiment  with  men  who  were  likely  to 
take  advantage  of  the  position  and  become  speculators.  Jewett's  first  move  was 
to  enter  into  amicable  relations  with  competing  railroads,  for  he  saw  that  the 
resources  of  the  road  were  not  in  shape  to  contest  with  the  great  trunk  lines. 

The  English  stockholders,  who  had  been  wondering  what  had  become  of  the 
money  they  had  invested  in  the  Erie,  had  sent  a  committee  over  to  investigate  its 
affairs,  and  when  the  report  was  made,  it  revealed  a  situation  that  was  most  dis- 
quieting, and  in  Wall  Street  Erie  stock  declined  nine  points. 

Under  the  existing  circumstances  there  was  but  one  thing  the  Company  could 
do,  and  it  was  forced  to  that  when  it  defaulted  in  the  payment  of  interest  on 
bonds  in  1875 — the  appointment  of  a  receiver.  Hugh  J.  Jewett  was  appointed 
receiver,  and  he  managed  the  road  until  its  sale  on  April  24,  1878.  The  new 
Company  which  purchased  the  road  was  known  as  the  New  York,  Lake  Erie  & 
Western  Railroad  Company,  of  which  Mr.  Jewett  was  elected  President. 

Although  the  financial  status  of  the  road  was  not  bettered  during  President 
Jewett's  term,  much  was  done  to  better  the  condition  of  the  road  and  its  rolling 
stock,  and  desirable  connections  were  made  with  other  roads.  The  double  track, 
which  had  figured  in  every  appeal  for  money,  was  at  last  completed  from  Jersey 
City  to  Buffalo  and  the  entire  route  was  laid  with  steel  rails.  It  was  during  his 
administration  that  the  old  broad  gauge  was  abandoned  and  the  standard  gauge 
adopted.     Efad  this  change  been  made  when  it  was  so  strongly  urged,  even 


70  ERIE    RAILWAY    EDITION. 

after  the  road  had  been  commenced,  milhons  of  dollars  would  have  been  saved 
the  Company.  When  the  Atlantic  &  Great  Western  was  built,  it  was  made  a 
broad  gauge  line  in  order  to  connect  with  the  Erie ;  and  when  the  change  was 
made,  this  road,  being  under  lease  to  the  Erie,  was  included  in  the  estimate. 
Added  to  the  cost  of  relaying  the  track  was  the  item  of  changing  the  rolling 
stock  to  conform  to  the  new  gauge,  and  when  at  last  this  stupendous  task  was 
completed,  the  Company  found  that  it  had  expended  over  $25,000,000. 

When  the  Erie  was  completed  to  Dunkirk,  St.  Louis  was  the  principal  city 
of  the  west  and  Chicago  was  unthought  of  as  a  valuable  commercial  center. 
The  end  and  aim  of  all  agitation  for  a  western  connection  had  St.  Louis  for  its 
objective  point,  which  was  made  a  fact  with  tlie  completion  of  the  Atlantic  & 
Great  Western.  But,  when  that  road  was  finished,  it  w-as  found  that  the  city  on 
Lake  Michigan  had  grown  to  occupy  the  greatest  position  in  the  commercial  cir- 
cles of  the  west,  and  the  Erie  became  desirous  of  securing  connection  with  that 
citv.  The  New  York  Central,  by  arrangement  with  a  western  road,  enjoyed  the 
bulk  of  Chicago  patronage,  while  the  Pennsylvania  was  arranging  for  advanta- 
S^eous  connections. 

During  Jay  Gould's  administration  an  arrangement  was  made  with  the 
Columbus,  Chicago  &  Indiana  Central  Railroad  for  a  lease  of  its  line,  and  work 
was  begun  in  putting  down  a  third  rail  to  accommodate  the  rolling  stock  of  the 
Erie.  At  the  same  time  negotiations  were  being  made  for  a  lease  of  the  Chi- 
cago, Rock  Island  &  Pacific  Railroad. 

The  railroad  kings  awoke  with  a  start,  suddenly  realizing  that  if  the  Erie  were 
successful  in  these  deals,  it  would  control  the  trade  of  the  entire  country ;  for 
the  Rock  Island  connected  at  Omaha  with  the  Union  Pacific,  which  was  then 
building.  The  Pennsylvania  Company  went  to  the  managers  of  the  Columbus, 
Chicago  &  Indiana  Central  and  by  dint  of  little  persuasion,  backed  up  by  plenty 
of  money,  succeeded  in  getting  them  to  break  the  lease  they  had  made  with  the 
Erie  and  to  become  a  part  of  the  Pennsylvania  System — now  known  as  the  "Pan 
Handle." 

The  Pittsburg,  Ft.  ^^'a^■ne  &  Chicago  was  as  good  a  Chicago  connection  as 
the  Columbus,  Chicago  &  Indiana  Central,  and  Gould  immediately  purchased 
the  controlling  interest  in  it.  It  now  looked  as  though  nothing  could  keep  him 
from  completing  his  great  chain  of  railroads ;  but  as  events  proved,  the  Pennsyl- 
vania Company  exhibited  another  instance  of  what  money  can  do. 

The  Ft.  Wayne  Company  was  chartered  by  the  Pennsylvania  Legislature 
from  which  it  seemed  the  Pennsylvania  Company  could  get  any  legislation  it 
desired  on  short  notice,  ^\'hen  they  learned  that  Gould  had  secured  the  con- 
trolling interest  of  the  Ft.  Wayne  stock,  they  asked  the  Legislature  to  pass  a  law 
changing  the  terms  of  office  of  the  Directors  of  the  Ft.  Wayne  Company.  By 
the  law,  as  amended,  five  directors  were  elected  each  year,  the  others  holding 
over  until  their  successors  were  named.  The  Board,  as  it  existed,  was  opposed 
to  Gould,  and  under  the  new  law  it  would  require  three  years  for  him  to  procure 
a  Board  that  would  be  favorable  to  his  plans.  L'nder  these  circumstances  he 
dropped  his  great  idea  of  a  transcontinental  route,  selling  his  interest  in  the  Ft. 
Wayne  to  the  Pennsylvania  Company. 


AMERICAN    LOCOMOTIVE    ENGINEERS.  71 

The  next  move  made  by  the  Erie  for  a  Chicago  connection  was  during  Peter 
Watson's  administration.  The  plan  as  made  was  for  the  Atlantic  &  Great  West- 
ern to  purchase  the  Cleveland,  Columbus,  Cincinnati  &  Indianapolis  road,  and 
then  the  Erie  would  lease  the  Atlantic  &  Great  Western.  That  the  Atlantic  & 
Great  Western  failed  to  purchase  the  Cleveland,  Cohmibus,  Cincinnati  iv  Indian- 
apolis was  likely  due  to  the  fact  that  it  was  in  dire  financial  straits,  and  thus  this 
plan  was  abandoned. 

President  Jewett  was  alive  to  the  necessity  of  a  Chicago  connection,  and 
early  laid  his  plans  to  get  control  of  a  road  that  was  already  projected  through 
Ohio  and  Indiana  to  the  City  of  Chicago. 

Going  back  to  the  initial  appearance  of  this  road,  an  act  was  passed  by  the 
Legislature  of  the  state  of  Ohio  in  1852  permitting  the  organization  of  the  Balti- 
more. Pittsburg  &  Continental  Railroad  Company.  The  charter  thus  procured 
was  not  used  until  1S71,  when  the  Company  was  duly  organized  to  construct  a 
line  of  road  beginning  in  the  northeast  corner  of  Columbiana  County  and  ex- 
tending west  through  Stark,  Carroll,  Tuscarawas,  Wayne,  Holmes,  Ashland, 
Richland,  Morrow,  ■Marion,  Hardin,  Allen,  Auglaize,  and  Mercer  counties  to  the 
Indiana  state  line.     The  road  was  capitalized  at  $1,000,000. 

On  December  i,  1871.  the  Chicago,  Continental  &  Baltimore  Railroad  Com- 
pany with  a  capital  of  $2,000,000  was  organized  to  construct  a  railroad  frdui  the 
northwest  corner  of  Indiana  through  the  counties  of  Lake,  Porter,  La  I'orte, 
Starke,  Marshall,  Fulton,  Wabash,  Kosciusko,  Huntington,  Wells,  and  Adams 
to  connect  with  the  Baltimore,  Pittsburg  &  Continental  at  the  Ohio  and  Indiana 
state  line.  At  a  meeting  of  the  Directors  in  1873  the  name  of  Chicago,  Conti- 
nental &  Baltimore  Railroad  was  changed  to  the  Chicago  &  Atlantic  Railroad. 

On  March  15,  1873.  the  Chicago  &  Atlantic  Extension  Railway  Company 
was  organized  under  the  laws  of  the  state  of  Illinois  to  build  and  maintain  a  rail- 
road from  a  point  on  the  Indiana  state  line  to  the  City  of  Chicago.  The  capital- 
ization was  placed  at  $1,000,000. 

On  June  19,  1873,  the  Chicago  &  Atlantic  Railway  Company  ynd  the  Chicago 
&  Atlantic  Extension  Railway  Company  were  consolidated  under  the  title  of  the 
Chicago  &  Atlantic  Railway  Company,  with  a  capital  stock  of  $4,000,000,  which 
amount  was  to  be  increased  to  $7,000,000,  provided  it  was  found  necessary  to 
do  so. 

On  July  15,  1873,  the  Chicago  &  Atlantic  Railway  Company  and  the  Balti- 
more, Pittsburg  &  Continental  Railroad  Company  were  consolidated  under  the 
laws  of  Illinois,  Indiana  and  Ohio,  and  the  new  Company  was  known  as  the  Chi- 
cago &  Atlantic  Railway  Company,  with  a  capital  stock  of  $7,000,000,  which  in 
June,  1880,  was  increased  to  $10,000,000,  for  the  purpose  of  constructing  and 
equipping  a  railroad  extending  from  the  City  of  Chicago  to  Marion,  Ohio.  The 
stockholders  authorized  the  issue  of  $6,500,000  of  first  mortgage  bonds  for  the 
security  of  which  the  Directors  were  authorized  to  mortgage  the  property  of 
the  road. 

In  October,  1880,  a  contract  was  entered  into  between  J.  E.  Conant  (who 
afterward  associated  with  himself  J.  Condit  Smith)  and  the  Railway  Company, 
whcrebv  Conant  agreed  to  construct  and  e(|uip  the  road  in  consideration  of  his 


72  ERIE    RAILWAY    EDITION. 

receiving  the  foregoing  issue  of  bonds  and  stock.  To  secure  the  construction 
of  the  road  and  its  future  management  to  the  satisfaction  of  the  parties  propos- 
ing to  purchase  these  bonds,  it  was  agreed  that  tlie  entire  proceeds  thereof, 
together  with  certain  subsidies  that  had  been  voted  l)y  the  counties  and  town- 
ships along  the  proposed  line,  should  be  deposited  with  the  I'resident  of  the  New 
York,  Lake  Erie  &  Western  Railroad  Company  in  trust,  and  the  duty  was  de- 
volved upon  him  of  seeing  to  the  proper  application  thereof  to  the  construction 
of  the  road.  It  was  further  stipulated  that  ninety  per  cent  of  the  stock  should 
be  deposited  with  him  with  the  irrevocable  proxy  to  vote  thereon  during  the  life 
of  the  bonds,  thereby  securing  to  the  New  York,  Lake  Erie  &  Western  the 
absolute  control  of  the  road  for  a  period  of  thirty  years.  This  contract  also  pro- 
vided for  a  traffic  agreement  between  the  Chicago  &  .\tlantic,  the  New  York, 
Pennsylvania  &  Ohio,  and  the  New  York,  Lake  Erie  &  Western  Railroad  com- 
panies. Under  this  agreement  the  tracking  of  the  road  was  completed  in  1882. 
and  the  road  opened  for  through  traffic  in  June,  1883.  Trackage  from  Ham- 
mond, Indiana,  and  terminal  facilities  in  the  City  of  Chicago  were  had  through  a 
lease  from  the  Chicago  &  Western  Indiana  Railroad  Company. 

In  1893  the  Chicago  &  Atlantic  made  provision  for  an  issue  of  $5,000,000 
second  mortgage  bonds,  with  which  to  pay  ofif  its  floating  debt  and  provide  for 
a  new  equipment.  None  of  these  bonds  were  sold,  but  they  were  largely  pledged 
for  loans  made  by  the  New  York,  Lake  Erie  &  \\'estern.  Default  in  the  pay- 
ment of  interest  having  been  made,  proceedings  were  instituted  against  the  road, 
and  after  protracted  litigation  it  was  sold  under  foreclosure  August  12,  1890.  It 
was  then  reorganized  as  the  Chicago  &  Erie  and  formally  turned  over  to  the 
New  York,  Lake  Erie  &  Western,  and  is  now  a  part  of  the  great  Erie  Svstem. 

At  the  expiration  of  President  Jewett's  ten-year  contract  with  the  Erie,  he 
refused  further  honors  and  was  succeeded  by  John  King.  The  financial  affairs  of 
the  road  continued  to  grow  worse  and,  though  the  management  tried  several 
expedients  to  raise  money,  they  found  that  for  the  third  time  in  its  historv  it 
must  be  sold  under  foreclosure.  In  November,  1895,  the  New  York,  Lake  Erie 
&  Western  Railroad  Company  ceased  to  exist,  and  the  Erie  Railroad  Company 
was  organized  to  operate  the  through  line  from  New  York  to  Chicago,  together 
with  the  several  branches  of  the  system. 

It  was  in  December  of  1895  that  E.  B.  Thomas  was  called  to  the  head  of  the 
enterprise  that  had  had  such  a  checkered  career.  The  burden  taken  up  bv  him 
was  immense,  for  hanging  over  the  Erie  like  a  pall  was  a  debt  of  $308,000,000, 
of  which  only  $171,000,000  was  represented  by  capital  stock.  Each  year  the  Erie 
is  required  to  pay  over  $8,000,000  in  interest  and  other  fixed  charges ;  and,  if  at 
any  time  the  Company  defaults  in  a  part  of  this  sum,  the  iron  hand  of  foreclosure 
will  again  grasp  it. 

In  1898  the  road's  net  earnings  were  over  $8,700,000 — a  princely  sum:  but 
when  the  fixed  charges  were  deducted,  only  about  $700,000  remained  that  could 
be  paid  in  dividends  to  stockholders  or  held  to  pay  on  that  $137,000,000  of 
bonded  debt  which  must  be  met  some  time. 

The  Erie  is  now  one  of  the  best  equipped  roads  in  the  country,  and  this  fact 
is  mainly  due  to  the  efficient  administration  of  its  affairs  bv  President  Thomas 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


73 


and  his  aids.  The  President  has  had  a  lung-  and  siieecssful  railroad  career,  and 
the  Directors  made  a  wise  selection  when  llu-y  jilaci'd  hini  at  the  lu^ail  of  the 
Erie.  A  man  of  sterlino-  intei,n-ity,  with  the  cause  of  the  Erie  in  his  heart,  he 
is  working-  as  hard  to  put  money  into  the  Erie's  treasury  as  some  of  his  prede- 
cessors worked  to  take  it  out.  He  cannot  hope  to  pav  otif  the  enormous  Erie 
debt  during-  his  lifetime;  but,  barring  a  money  panic,  or  other  national  disaster, 
he  will  have  made  great  inroads  upon  it  ere  age  compels  him  to  quit  active  busi- 
ness;  and  should  his  mantle  fall  to  a  worthy  successor,  the  dav  will  come  when 
the  Erie  will  he  free  and  naving  its  stockholders  handsome  dividends. 


DERAILMENT   OF  TRAIN   NO.   5.   MARCH  22.   1899,   IN   WHICH   ENGINEER 
A.  W.  LOGAN  WAS  KILLED  AT  RITTMAN,  OHIO. 


74 


ERIE    RAILWAY    EDITION. 


;USQUEHAKNA  SHOTS. 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


7C 


SUSQUEHANNA  SHOPS. 


76 


ERIE    RAILWAY    EDITION. 


SUSgUEHANNA  SHOPS. 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


77 


SUSQUEHANNA  SHOPS. 


78 


ERIE    RAILWAY    EDITION. 


SUSQUEHANNA  SHOPS. 


AMERICAN    l.r.roMOTU'F    FXGrXF.FRS 


SUSQUEHANNA  SHOPS. 


MR.   VARRICK,   CHIEF  CLERK,  SUSQUEHANNA  SHOPS. 


STENOGRAPHERS,    SUSQUEHANNA    SHOPS. 


AMERICAN    I.OCOMOTIVF.    EX'GIXEERS. 


81 


I.  BOND,  T\IASTEK  MECHANIC,    SUSQUEHANNA    SHOPS. 


EKIE  OFFICIALS. 


E.   B.  THOMAS,   NEW   YORK   CITY. 
President. 

E.   B.  Thomas,  the  ehief  executive  of  the  Erie  Rail- 
road, has  devoted  the  greater  part  of  his  life  to  rail- 
road work,  and  by  ability  and  close  attention  to  busi- 
ness has  risen  from  a  telegraph  messenger  to  the  presi- 
dency of  one  of  America's  greatest  railroads.     Previous 
to   1885  he  was  for  several  years  General   Manager  of 
the  Cleveland,  Columbus,  Cincinnati  and  Indianapolis, 
and  in  September  of  that  year  was  elected  Second  Vice 
President  and  General  Manager  of  the  Richmond  and 
Danville  and  Georgia   Pacific  Railroads,  where  he  re- 
mained until   February,  1888.     At  this  time  John  King 
was  struggling  with  the  affairs  of  the  Erie,  and  being 
desirous   of  the   assistance  of  able   counselors   in   rail- 
road management,   Mr.  Thomas  was  offered  the  posi- 
tion of  Second  Vice  President;    he  accepted  the  offer, 
and  continued  in   that  position   until    December,    1890, 
when  he  was  elected  a  Director  and  First  Vice  Presi- 
dent.    In  September,  1890,  the  duties  of  General  Man- 
ager of  the  Chicago  and  Erie  were  added  to  his  posi- 
tion, and  he  acted  in  that  capacity  until  January  2nd, 
1891,  when  he  was  made  Vice  President  of  that  road. 
On  November  30th,  1894,  he  was  called  to  the  head  of 
the   New  York,   Lake  Erie  and  Western,  whose  busi- 
ness afifairs  were  in  such  a  deplorable  state  that  it  was 
necessary  to   put  the   road   in  the   hands   of  receivers. 
Mr.   Thomas  was  one  of  the  receivers  and  when   the 
Erie    Railroad    Company    was    organized    to    take    the 
place  of  the  old  New  Y'ork,   Lake   Erie  and  Western, 
Mr.   Thomas   was   elected   President   of   the   company. 
Since  November,  1895,  the  date  of  his  election  to  this 
ofifice,  the  afifairs  of  the  Erie  have  assumed  better  shape 
than  ever  before — the  result  of  having  a  capable  man- 
ager and  practical  railroad  man  at  the  helm.     Perfect 
harmony  exists  between  officials  and  workmen  on  the 
Erie,    and   that    such    a    feeling    prevails    results    from 
President   Thomas'   interest   in   every   employe   of   the 
road.     It  is  one  of  his  principles  to  see  justice  done  to 
each  and  every  one  who  works  for  the  Great  Erie  road, 
and   the   fact   that  'the    lowest  'laborer   can    secure    an 
audience  to  ask  for  redress  for  wrongs  done  him,  ren- 
ders those  requests  infrequent.     He  is  one  of  the  most 
popular  railroad   presidents   in   America,   and   the   fine 


showing  made  by  the  Erie  since  he  has  been  in  power 
is  silent  witness  of  his  great  business  ability. 


JOHN    G.    M'CULLOUGH,    BENNINGTON,    VT. 
President  of  the  Chicago  &  Erie. 

The  afifairs  of  the  Chicago  &  Erie  branch  of  the 
Erie  Railway  were  placed  in  the  hands  of  a  capable 
man  when  in  1890  John  G.  McCullough  was  elected  to 
the  Presidency  of  that  road.  Mr.  JvIcCullough  was 
born  in  Newark,  Delaware,  in  1835,  and  after  receiving 
a  collegiate  education  began  the  practice  of  law,  which 
he  followed  in  California  successfully  until  1873,  having 
been  Attorney-General  of  California.  Pie  then  turned 
his  attention  to  the  business  affairs  of  railroads.  His 
first  important  position  was  that  of  Vice  President  of 
the  Panama  Railroad,  being  followed  in  April,  1883, 
by  his  election  to  the  Presidency  of  the  same  road. 
He  was  also  a  Director  of  the  Central  Vermont  Rail- 
road from  1873  to  1874,  and  is  now  of  the  re-organized 
company,  and  from  1877  to  1883  Vice  President  of  the 
Bennington  &  Rutland  Railroad.  In  1883  he  was 
elected  President  of  this  road,  which  office  he  still  fills. 
In  November,  1884,  he  was  made  President  pro  tem  of 
the  New  York,  Lake  Erie  &  Western,  and,  when  that 
road  was  reorganized  in  1895  as  the  Erie  Railroad,  he 
continued  and  has  since  remained  President  of  the 
Chicago  &  Erie  Railroad,  the  western  link  of  the  Erie 
System.  Mr.  McCullough  was  married  in  1871  to  Miss 
Eliza  Hall  Park,  and  now  resides  in  Bennington,  Ver- 


WILLIAISI  FESSENDEN  MERRILL, 
New  York  City. 
Perseverance  must  accompany  an  ambitious  nature, 
and  both  of  these  attributes  have  made  themselves 
manifest  in  the  life  of  William  Fessenden  Merrill. 
After  securing  a  good  common  and  high  school  educa- 
tion he  entered  Ainherst  College  in  1859.  He  left  at 
the  end  of  his  junior  year  to  enter  the  army,  but  re- 
ceived his  diploma  from  College  the  same  as  if  he  had 
graduated  with  his  class  of  '63.  After  the  close  of  the 
war  he  attended  the  Lawrence  Scientific  School  at 
Cambridge,  Massachusetts,  for  one  year,  studying 
civil  engineering.  Early  in  1867  he  began  his  railroad 
career  as  Assistant  Civil  Engineer  of  the  Chicago,  Bur- 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


83 


K.    15.   THOMAS.    K^w  York. 
President  Erie  Railroftd. 


S4 


ERIE    RAILWAY    EDITION. 


lington  &  Quincy  Railroad,  being  employed  upon  the 
construction  of  the  iron  bridge  across  the  Mississippi 
River  at  Burlington,  and  construction  of  certain 
branches  until  May,  1870.  At  that  time  he  was  em- 
ployed as  Assistant  Civil  Engineer  on  the  construction 
of  the  Chicago  &  Michigan  Lake  Shore  Railroad 
(now  Chicago  &  West  INIichigan).  In  June,  1871,  he 
entered  the  service  of  the  Burlington  &  Missouri 
River  Railroad  in  Iowa  (now  part  of  the  Chicago, 
Burlington  &  Quincy)  and  was  engaged  in  the  con- 
struction of  a  branch  thereof.  In  May,  1873,  he  was 
appointed  Resident  Engineer  of  the  Buffalo  Division 
of  the  Erie,  having  charge  of  all  the  new  construction 
upon  that  portion  of  the  line.  July,  1875.  he  received 
appointment  of  Assistant  Engineer  of  the  Toledo, 
Peoria  &  Western  Railroad  at  Peoria,  Illinois,  after- 
wards becoming  Purchasing  Agent  and  Secretary  to 
the  Receiver  and  then  Superintendent  and  Chief  En- 
gineer. When  that  road  was  turned  over  to  the 
Wabash  System  in  1880  he  was  made  General  Superin- 
tendent of  the  Chicago  &  Iowa  Division  of  the 
Wabash,  St.  Louis  &  Pacific  Railroad.  In  May  of 
1882  he  received  appointment  to  General  Superinten- 
dent of  the  Chicago  &  Alton  Railroad,  which  position 
he  resigned  in  June,  1883,  to  take  position  of  Super- 
intendent of  the  Iowa  Lines  of  the  Chicago,  Burling- 
ton &  Quincy  Railroad.  He  was  in  the  employ  of 
that  road  in  that  capacity  as  General  ?ilanager  of  their 
lines  in  Missouri,  and  as  General  Manager  of  the  Chi- 
cago, Burlington  &  Quincy  proper  until  January  i, 
1896,  when  he  was  elected  Second  Vice  President  of 
the  Erie  Railroad,  which  place  he  retained  until  re- 
cently, when  he  resigned  and  accepted  position  of  Vice 
President  of  the  New  York,  New  Haven  &  Hartford 
Railroad.  His  long  experience  and  varied  positions 
have  eminently  fitted  him  for  the  duties  of  his  present 
office  and  at  the  same  time  made  him  a  prominent 
character  in  the  railroad  circles  of  America.  Mr.  Mer- 
rill was  united  in  marriage  October  17,  1872,  to  Miss 
Eliza  Grosvener  Fessendcn,  and  they  reside  in  New 
York.  

ANDREW    DONALDSON,    NEW    WORK    CITY. 

Third  \'ice   President   and  Treasurer. 

Andrew  Donaldson,  who  has  charge  of  the  finances 
of  the  great  Erie  system,  was  born  in  Cincinnati,  Ohio, 
September  4,  1845.  He  began  life  with  a  common 
school  education,  which  broadened  as  he  came  in  con- 
tact with  problems  of  the  business  world.  During  the 
War  of  the  Rebellion  he  was  in  the  United  States 
Navy,  and  for  two  years,  1863-65,  was  Master's  Mate  in 
Admiral  Porter's  squadron  on  the  Mississippi.  After 
returning  to  the  life  of  a  civilian  he  worked  several 
years  for  the  firm  of  Shoenberger  &  Company  in  the 
iron  business,  but  on  October  i,  1870,  entered  the  em- 


ploy of  the  Oliio  &  Mississippi  Railroad  as  Paymas- 
ter's clerk.  Two  years  later  he  was  advanced  to  Trav- 
eling Auditor,  and  in  1875  'le  was  appointed  Paymas- 
ter. This  place  he  lield  until  1880,  when  he  was  ad- 
vanced to  Auditor.  On  December  i,  1884,  he  severed 
his  connection  with  the  Ohio  &  Mississippi  for  a 
lucrative  position  with  the  Erie,  and  two  years  later, 
March  18,  1886,  he  was  elected  Third  Vice  President. 
On  October  26,  1898,  he  was  appointed  Treasurer,  the 
duties  of  which  office  he  performs  in  addition  to  those 
of  Third  Vice  President.  Mr.  Donaldson  is  married 
and  with  his  family  reside  in  New  York  City. 

GEORGE  G.  COCHRAN,  NEW  YORK  CITY. 
Fourth  Vice  President. 
The  place  of  George  G.  Cochran's  birth  was  San- 
dusky City,  Ohio,  and  the  time  December  31,  1842. 
After  completing  his  education  he  was  engaged  as  a 
clerk  in  the  freight  and  ticket  office  of  the  Cincinnati, 
Dayton  &  Eastern  Railroad,  where  he  worked  from 
October,  1858,  to  October,  1861,  when  he  enlisted  in 
the  Second  Ohio  Infantry  for  three  years,  after  which 
he  was  in  Quartermaster's  Department,  Military  Rail- 
roads, at  Chattanooga,  Tennessee,  and  New  Berne, 
North  Carolina.  In  1865  Mr.  Cochran  entered  the  em- 
ploy of  the  Atlantic  &  Great  Western  as  a  clerk  in  the 
local  freight  office,  remaining  until  1867,  when  he  went 
to  the  Sandusky,  Dayton  &  Cincinnati,  where  he  held 
a  similar  position  one  year,  returning  to  the  A.  &  G. 
W.  in  1868.  A  year  later  he  was  advanced  to  the  gen- 
eral freight  office,  and  in  1871  he  was  made  Assistant 
General  Freight  Agent.  His  promotion  to  General 
Freight  Agent  was  made  in  1874  and  he  held  that 
place  with  the  A.  &  G.  W.  until  1880,  and  after  the 
road  was  reorganized  as  the  New  York,  Pennsylvania 
&  Ohio  he  continued  in  same  position  with  that  com- 
pany until  1887,  when  he  was  appointed  Western 
Freight  Traffic  Manager  of  the  New  York,  Lake  Erie 
&  Western  Railroad  (with  offices  at  Cleveland  and 
later  at  Chicago)  in  charge  of  freight  traffic  west  of 
Buffalo  and  Salamanca,  and  afterwards  including  the 
Chicago  &  Erie.  In  1893  he  was  made  Traffic  Man- 
ager of  the  entire  Erie  System,  with  office  in  New 
York,  being  further  honored  in  1895  by  election  to 
Fourth  Vice  President. 


D.  I.  ROBERTS,  NEW  YORK  CITY. 
General  Passenger  .\gent. 

Wayntsburg.  Pennsylvania,  was  the  birthplace  of 
D.  I.  Roberts,  he  having  been  born  on  June  2~,  1853. 
He  received  a  common  and  high  school  education,  en- 
tering the  railway  service  in  April,  1873,  his  first  work 
being  as  a  clerk  in  the  General  Freight  Agent's  office 
of  the  Pittsburg,  Cincinnati  &  St.  Louis  Railroad  at 
Pittsburg.     In  March,  1874.  he  was  advanced  to  Chief 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


85 


^f\f'-    -f  '■ 


W.   F.   MERRELL.    New   York. 
Second    Vice-President. 


J.  G.  McCULLOUGH.  New  Ynrlt. 
President    Chicago    and    Erie    Railroad. 


S6 


ERIE    RAILWAY    EDITION. 


Clerk  of  the  car  service  department,  which  position  he 
held  until  February.  1876,  when  he  was  made  Traveling 
Freight  Agent.  He  was  located  at  Washington,  Penn- 
sylvania, in  October,  1877,  as  the  coinpany's  freight 
and  ticket  agent,  but  on  June  i,  1884.  after  seven  years 
of  efficient  service  he  was  promoted  to  Traveling  Pas- 
senger Agent  of  the  Pennsylvania  lines,  with  head- 
quarters at  St.  Paul,  Minnesota.  On  May  i,  1885,  he 
was  appointed  District  Passenger  Agent  of  the  P..  C. 
&  St.  L.,  and  Chicago,  St.  Louis  &  Pittsburg  Rail- 
roads and  located  at  Columbus,  Ohio.  One  year  later 
he  was  sent  to  Cincinnati.  Ohio,  as  Assistant  General 
Passenger  Agent  of  the  Pennsylvania  lines  west  of 
Pittsburg,  which  position  he  held  until  September, 
1890,  when  he  resigned  to  accept  a  siiuilar  place  with 
the  New  York.  Lake  Erie  &  Western,  being  located  at 
Chicago,  and  in  charge  of  all  the  passenger  business 
west  of  Buflfalo  and  Salamanca,  including  the  Chicago 
&  Erie  Railroad.  On  December  7,  1891,  he  was  ap- 
pointed General  Passenger  Agent  of  the  entire  Erie 
system,  which  position  he  still  holds.  Mr.  Roberts  is 
married,   and  with   his  family  resides  in   New  York. 


D.  W.  COOKE,  NEW  YORK  CITY.  NEW  YORK. 
Assistant  General   Passenger  Agent. 

D.  W.  Cooke  was  born  December  31,  1863.  in  the 
city  of  Lewiston.  Niagara  County.  New  York.  His 
first  railroad  work  was  in  the  local  freight  office  of 
the  Chicago  &  Northwestern  Railroad  at  Council 
BlufTs,  Iowa,  commencing  on  May  25,  1881.  In  the 
Spring  of  1883  he  was  appointed  Chief  Clerk  of  the 
General  Passenger  Department  of  the  Sioux  City  & 
Pacific,  and  Fremont,  Elkhorn  &  Missouri  Valley 
Railroads,  at  Missouri  Valley,  Iowa.  Following  this 
he  was  successively  with  the  Chicago.  St.  Paul,  Min- 
neapolis &  Omaha  Railroad,  at  St.  Paul;  then  with 
the  Gould  lines — Missouri,  Kansas  &  Texas,  the  Inter- 
colonial &  Great  Northern  and  Texas  &  Pacific  Rail- 
ways at  Dallas,  Texas.  He  next  was  with  the  Wis- 
consin Central  Railroad  at  ;^Iilwaukee,  and  then  went 
to  Chicago,  where  he  was  in  the  employ  of  the  Chicago 
&  Great  Western.  He  left  this  company  November  i. 
1895.  to  accept  his  present  office  with  the  Erie,  that 
of  -Assistant  General  Passenger  Agent,  with  offices  at 
New  York  City.  

F.   W.   BUSKIRK.   CHIC.\GO. 
Assistant  General  Passenger  .\gent. 

Born  in  Cincinnati.  Ohio.  March  24.  1848,  F.  W. 
Buskirk  received  both  a  high  school  and  college  edu- 
cation, being  thus  well  fitted  to  perform  the  im- 
portant duties  that  fall  to  him  as  Assistant  General 
Passenger  Agent  of  the  Erie  Rai'road.  His  first  rail- 
road work  was  with  the  Winona  &  St.  Peter  Railroad 


as  a  clerk.  He  came  to  the  Erie,  January  i,  1892,  as 
Assistant  General  Passenger  -Agent,  having  headquar- 
ters at  Chicago.  Mr.  Buskirk  is  an  acknowledged 
authority  in  railroad  circles  and  is  quite  popular  with 
that  portion  of  the  traveling  public  with  which  he 
comes  in  contact.  He  is  unmarried  and  is  a  prom- 
inent club  and  society  man  in  Chicago. 


JOHN  A.  MIDDLETON,   NEW  YORK  CITY. 
Secretary. 

John  A.  Middleton  is  a  native  of  New  York  City  and 
after  finishing  his  college  education  studied  law  and 
was  admitted  to  practice  at  the  Maryland  bar.  After 
following  his  profession  a  short  time  his  services  were 
secured  as  Superintendent  of  a  City  Stage  Coach  Line, 
and  left  that  position  in  1880  to  accept  a  clerkship  in 
the  President's  office  of  the  Atlantic  &  Charlotte  Air 
Line  Railway  Company.  He  was  next  a  clerk  in  the 
employ  of  the  Richmond  &  Danville  Railroad  (now  the 
Southern  Railway),  and  then  was  promoted  to  Chief 
Clerk  in  the  office  of  the  General  Manager,  and  held 
the  same  through  three  administrations.  He  came  to 
the  Erie  (then  the  New  York.  Lake  Erie  &  Western) 
as  chief  clerk  to  the  Second  Vice  President,  and  was 
successively  advanced  to  the  same  position  under  the 
First  Vice  President  and  President.  Recently  his  abil- 
ity was  fittingly  recognized  by  his  election  to  the  po- 
sition of  Secretary  of  the  Erie  Railroad,  and  that  he 
will  make  a  capable  officer  of  this  great  railroad  is  un- 
doubted by  those  who  know  and  recognize  his  capa- 
bilities. Mr.  Middleton  is  married  and  resides  in  his 
pleasant  home  in  New  Y'ork. 


E.B.SHEFFER,  NEW  YORK  CITY.  NEW  YORK. 
Purchasing  Agent. 

E.  B.  Sheffer  was  born  at  East  Germantown,  In- 
diana, January  2,  1848,  and  entered  upon  his  railroad 
career  in  1865.  From  that  time  until  1872  he  was  a 
telegraph  operator  and  clerk  in  connection  with  freight 
and  passenger  agency  of  the  Northern  Central  Rail- 
way. From  June,  1872,  to  November,  1873,  he  was  in 
the  LTnited  States  mail  service  between  Baltimore, 
Washington  and  Grafton,  West  Virginia.  In  April. 
1874.  he  entered  the  employ  of  the  Pittsburg,  Ft. 
Wayne  &  Chicago  Railroad  as  telegraph  operator,  but 
went  to  the  Pittsburg,  Cincinnati  &  St.  Louis  in  Octo- 
ber, 1874,  where  he  was  successively  telegraph  operator, 
fuel  clerk,  chief  clerk  in  General  Superintendent's  of- 
fice and  then  chief  clerk  in  the  General  Manager's  of- 
fice. In  January,  1882,  he  resigned  and  took  service 
with  the  New  Y''ork  &  New  England  Railroad  as 
chief  clerk  in  the  General  Manager's  office.  This 
place  he  held  until  March.  1884,  when  he  came  to  the 
Erie  as  chief  clerk  in  fhe  Vice  President's  office.     Irr 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


87 


AXDUIiW    DuXALDSuN,     New    York. 
Third  Vice-President  and  Treasurer. 


(i.    G.    CUc;llKAN,    Nfvv    York. 
Fourth  Vice-President  and  Traffic  Manager. 


88 


ERIE    RAILWAY    EDITION. 


December,  1887,  he  was  promoted  to  the  office  of 
Purchasing  Agent,  the  duties  of  which  he  still  effi- 
ciently performs. 


J.   W.   FLATTEN,   NEW  YORK  CITY. 
Assistant  Purchasing  Agent. 

J.  W.  Platten  was  born  in  Port  Perry,  Canada,  De- 
cember 5,  1863,  and  after  receiving  a  high  school  edu- 
cation became  an  employe  of  the  Ontario  Bank,  To- 
ronto, and  afterwards,  in  1884,  of  the  Central  Bank  of 
Canada,  and  in  time  rose  to  the  position  of  chief  ac- 
countant. In  1887  the  bank  failed,  and  he  remained  in 
the  employ  of  the  liquidators  until  May,  1888,  when 
he  entered  the  railroad  service  as  a  clerk  in  the  office 
of  Assistant  General  Passenger  Agent  of  the  New 
York,  Lake  Erie  &  Western  Railroad  at  Cleveland, 
Ohio.  In  this  position  he  remained  until  October, 
1888,  when  he  was  transferred  to  New  York  as  clerk 
in  the  Second  Vice  President's  and  General  Manager's 
office.  From  May,  1891,  to  i8g6  he  was  successively 
Chief  Clerk  of  the  Insurance  Bureau,  as  well  as  clerk 
in  the  First  Vice  President  and  President's  office  of  the 
road.  In  January,  1896,  he  was  appointed  chief  clerk 
to  the  Second  Vice  President  of  the  Erie,  and  in  Oc- 
tober, 1S98,  he  was  promoted  to  the  oflice  of  Assist- 
ant Purchasing  Agent.  Mr.  Platten  is  married,  and 
with  his  family  resides  in  New  York  City. 


A.  E.  MITCHELL,  NEW  YORK  CITY,  N.  Y. 
Superintendent    of    Motive    Power. 

A.  E.  Mitchell  was  born  February  3,  1855,  in  Madi- 
son, Maine,  and  after  receiving  a  common  school  edu- 
cation he  attended  the  Maine  State  College  (now 
University  of  Maine)  at  Orono,  Maine,  where,  in  1875. 
he  received  the  degree  of  Mechanical  Engineer.  On 
March  27,  1876,  he  entered  the  Baldwin  Locomotive 
Works  and  worked  as  a  machinist  apprentice  until 
January  23.  1877,  when  he  left  to  complete  his  trade 
in  the  Altoona  shops  of  the  Pennsylvania  Railroad. 
In  1879  he  was  advanced  to  the  test  department,  and 
in  February,  1880,  was  made  Assistant  Engineer  of 
Signals  on  same  road.  On  July  i,  1881,  he  resigned  to 
accept  the  position  of  designer  of  hoisting  machinery 
for  Yale  &  Towne  Manufacturing  Company,  Stamford, 
Connecticut.  He  left  there  August  i,  1882,  and  for 
several  months  was  engaged  in  special  duty  for  the 
motive  power  department  of  the  New  York  &  New 
England  Railroad,  being  the  Chief  Draughtsman  of 
the  same  road  from  November  I,  1882,  to  January  31, 
1884.  In  February,  1884,  he  was  appointed  Mechanical 
Engineer  for  the  French  Furnace  Company  of  Cleve- 
land, Ohio,  and  Boston,  Massachusetts,  but  left  that 
company  in  September  of  the  same  year  to  accept  a 
similar  position  with  the  Arctic  Ice  Machine  Manufac- 


turing Company  of  Cleveland,  Ohio.  In  November, 
1S86,  he  was  engaged  for  special  duty  in  the  motive 
power  department  of  the  New  York,  Lake  Erie  & 
Western  Railroad,  and  continued  at  same  until  June  I, 
1887,  when  he  was  advanced  to  Engineer  of  Signals  of 
same  road.  He  was  promoted  to  Engineer  of  Tests  on 
January  i,  1S89,  and  in  1890  was  made  Mechanical  En- 
gineer of  the  same  road,  including  the  Chicago  & 
Erie.  He  was  advanced  to  Superintendent  of  Motive 
Power  in  April,  1802,  having  jurisdiction  over  the 
whole  Erie  System,  and  on  August  I,  1898,  the  mo- 
tive power  department  of  the  New  York,  Susquehanna 
&  Western  Railroad  was  placed  under  his  charge.  !Mr. 
^litchell  was  married  March  27,  1884,  to  Miss  Nellie 
Vernon  Knapp  of  Stamford,  Connecticut,  and  they  re- 
side at  Passaic,  New  Jersey. 


WASHINGTON   LAVERY,   NEW    YORK    CITY. 
Assistant   Superintendent    ^.Iotive    Powers. 

January  2,  1846,  Washington  Lavery  was  born  in 
Wellsburg,  Virginia  (now  West  Virginia).  Wellsburg 
is  a  prosperous  city  located  on  the  Ohio  River,  just 
south  of  Steubenville,  Ohio,  and  after  the  young  man 
had  finished  his  schooling  he  entered  the  shops  of  the 
Pittsburg,  Cincinnati  &  St.  Louis  Railroad — now  part 
of  the  Southwest  system  of  the  Pennsylvania  Railroad 
^at  Steubenville  as  a  machinist's  apprentice.  This  was 
on  April  i,  1863,  when  he  was  17  years  of  age.  After 
serving  some  time  as  a  skilled  machinist  at  Steuben- 
ville he  was  promoted  to  Roundhouse  Foreman '  at 
Dennison  in  1867,  where  he  remained  two  years,  being 
then  promoted  to  Foreman  of  the  machine  shops  at 
Cincinnati,  and  was  transferred  to  the  position  of  Gen- 
eral Foreman  in  the  shops  at  Dennison  in  1882.  On 
July  I,  1887,  the  late  Ross  Kells,  who  was  then  Super- 
intendent of  Motive  Powers  of  the  Erie,  appointed  Mr. 
Lavery  Master  Mechanic  of  the  New  Y'ork,  Pennsyl- 
vania &  Ohio  Division  of  the  New  Y'^ork,  Lake  Erie  & 
Western  Railroad,  serving  at  Cleveland  for  one  year, 
being  transferred  to  Gabon,  Ohio,  for  one  year,  and 
then  to  Meadville,  Pennsylvania,  for  two  years.  In 
1888  he  was  made  Master  Mechanic  of  the  Erie  Divis- 
ion at  Susquehanna,  Pennsylvania,  and  in  February, 
1894,  was  promoted  to  Assistant  Superintendent  of 
Motive  Power  of  the  Ohio  Division,  being  located 
again  at  Cleveland,  Just  five  years  later,  in  February, 
1899,  he  was  called  to  New  York  to  assume  the  more 
important  duties  of  Assistant  Superintendent  of  Mo- 
tive Power  of  the  Erie  Division.  Like  many  of  the 
Erie's  capable  officials,  Mr.  Lavery  has  come  up  from 
the  ranks  of  the  men  who  toil  in  the  great  railroad 
shops  of  the  country;  and  the  fact  that  he  holds  such 
a  responsible  position  on  one  of  the  greatest  railroads 
of  .America   shows   he   has  tried   to   faithfully   perform 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


99 


11.    1.    Kl  lUKK'l'S,    Xi-w    Y.iTk. 
General    Passenger  Agent. 


]>.    \V.    (CHOICE,    New   York. 
Assi.stunt   General    Passenger   Agent. 


90 


ERIE    RAILWAY    EDITION. 


such  duties  as  his  abilities  warranted.  Mr.  Lavery  was 
married  in  May.  i86g,  to  Miss  Elizabetli  A.  Jones  of 
Dennison.  Ohio,  and  they  have  six  children. 


GEORGE  DONAHUE.  CLEVELAND.  OHIO. 
Assistant  Superintendent  of  Motive  Powers. 

Born  in  Susquehanna,  Pennsylvania,  November  9, 
1854,  George  Donahue  attended  the  common  and 
graded  schools  of  his  native  city  until  1870,  thus  secur- 
ing an  education  that  has  done  much  to  fit  him  for 
the  important  position  he  now  holds.  He  began  his 
railroad  career  as  a  timekeeper  on  the  Erie  at  Susque- 
hanna, where  he  kept  the  time  of  engineers  and  firemen 
for  both  the  Delaware  and  Susquehanna  Divisions. 
One  year  later,  in  November,  1871,  he  entered  the  Eric 
shops  at  Susquehanna  as  a  machinist's  apprentice,  and 
after  mastering  that  trade  worked  as  a  machinist  for 
the  Erie  company  until  January,  1878,  when  he  re- 
signed and  went  west,  where  he  entered  the  service  of 
the  Chicago,  Burlington  &  Quincy  at  Creston,  Iowa. 
Two  years  later  he  returned  east  to  work  for  the  Erie, 
but  remained  only  one  year,  re-entering  the  employ  of 
the  C,  B.  &  Q.  in  September,  1891,  and  shortly  after 
resigning  to  work  as  a  machinist  for  the  Sioux  City  & 
Pacific  Railroad  at  Missouri  Valley,  Iowa.  Becoming 
dissatisfied  he  returned  east  again,  and  in  the  latter 
part  of  1882  went  to  work  as  a  machinist  in  the  Lehigh 
Valley  Railroad  shops  at  Sayre,  Pennsylvania.  In  the 
early  part  of  1884  ;\Ir.  Donahue  sought  employment 
with  the  Erie,  and  his  higli  quality  as  a  workman  being 
well  known  he  was  immediately  employed  and  as- 
signed to  the  Susquelianna  shops.  Having  decided  to 
settle  down  and  remain  with  the  Erie  he  applied  him- 
self to  his  work  in  sv.ch  a  manner  that  his  ability  soon 
showed  pre-eminent  above  his -working  mates.  The 
result  was  that  in  November,  i8p2,  he  was  promoted  to 
General  Foreman  of  the  Susquehanna  shops,  and  two 
years  later  he  was  again  elevated  in  position,  bein.g 
made  Master  Mechanic  of  the  Mahoning  Division, 
with  headquarters  at  Cleveland.  In  1896  he  was  trans- 
ferred to  Meadville  as  Master  Mechanic,  at  which  place 
he  remained  until  February,  1899,  when,  the  company 
having  need  of  his  services  in  a  more  responsible  posi- 
tion, he  was  made  Assistant  Superintendent  of  Motive 
Power,  with  offices  at  Cleveland. 


THEODORE     H.      CURTIS,      SUSQUEHANNA, 
PENNSYLVANIA. 
Mechanical    Engineer. 

Theodore  H.  Curtis,  son  of  a  merchant  of  Tcrre 
Haute,  Vigo  County,  Indiana,  was  born  in  Terre 
Haute,  that  state,  on  August  12.  1866.  He  secured  a 
common  school  education,  and  at  the  age  of  14  took 


service  with  the  \'andalia  Line  as  an  apprentice,  learn- 
ing the  trade  of  draftsman  and  machinist.  He  re- 
mained six  years  with  tliis  company,  then  accepting  a 
position  as  chief  draughtsman  for  the  "Big  Four" 
Railroad  at  Cleveland,  Ohio;  and  while  located  there, 
he  taught  the  science  of  mechanical  engineering  at  the 
Ohio  Business  University.  In  18S8  he  left  Cleveland  to 
take  the  position  of  Assistant  Chief  Draughtsman  of 
the  Brooks  Locomotive  Works  at  Dunkirk.  He  held 
this  place  nine  months,  going  to  the  Pittsburg  Loco- 
motive Works,  where  he  held  a  similar  position  for  six 
months.  He  then  entered  the  employ  of  the  New 
York.  Chicago  &  St.  Louis  Railroad  at  Cleveland  as 
Chief  Draughtsman,  and  after  seven  years  in  this  po- 
sition was  promoted  to  Mechanical  Engineer.  After 
three  years  he  left  to  enter  the  service  of  the  Erie 
Railroad  as  Mechanical  Engineer  with  office  at  Sus- 
quehanna, Pennsylvania.  Mr.  Curtis'  jurisdiction  not 
only  extends  over  the  entire  Erie  Railroad  but  over 
their  controlled  lines  which  includes  the  Chicago  & 
Erie  Railroad,  and  the  New  York,  Susquehanna  & 
Western  Railroad.  Mr.  Curtis  was  married  in  June, 
1894,  to  Miss  Lillian  Opitz,  daughter  of  Frederick 
Opitz  of  Cleveland.  Ohio. 

C.  R.  FITCH,  NEW  YORK  CITY,  NEW  YORK. 
General  Manager  of  Lines  East  of  Salamanca. 
The  gentleman  whose  photograph  accompanies  this 
sketch  was  born  in  Mercer  County,  Pennsylvania,  on 
November  4,  1849.  Being  a  high  school  graduate  and 
a  young  man  of  studious  habits  he  took  up  telegraphy 
in  1866,  and  was  soon  competent  to  hold  a  position  as 
station  agent  and  telegraph  operator.  His  first  em- 
ployment was  on  the  Atlantic  &  Great  Western,  and 
after  a  few  years  his  marked  ability  won  him  pro- 
motion to  Train  Dispatcher,  which  position  he  held 
until  1875,  when  he  resigned  to  accept  a  place  as 
Dispatcher  and  Trainmaster  on  the  Long  Island  Rail- 
road. In  1877  he  returned  to  the  employ  of  the  A.  & 
G.  W.  as  Dispatcher,  remaining  until  1879,  when  he  ac- 
cepted a  position  as  Trainmaster  on  the  Pittsburg, 
Cincinnati  &  St.  Louis  Railroad.  In  1881  he  re- 
turned to  the  Long  Island  Railroad  as  Division  Su- 
perintendent and  Trainmaster,  having  jurisdiction  also 
over  the  LTtica,  Ithaca  &  Elmira  Railroad.  He  was 
made  Assistant  Superintendent  of  the  Long  Island 
road  in  1887,  and  in  1888  was  appointed  Superintend- 
ent of  Mahoning  and  later  of  New  York  Divisions  of 
the  Erie.  This  position  he  held  until  1892,  when  he 
was  advanced  to  General  Superintendent  of  the  Erie, 
from  which  place  he  was  advanced  to  General  Manager 
of  the  Erie  lines  east  of  Salamanca,  his  offices  being  in 
New  York  City.  ^Ir.  Fitch  was  married  March  15, 
1882.  to  !Miss  Jessie  B.  Sparks  and  they  reside  at 
Paterson.  New  Jersey. 


AMERICAN'    LOCOMOTIVE    ENGINEERS. 


91 


F.    W.    BUSKIRK,    Chicago.    111. 
Assistant    General    Passenger   Agent. 


JOHN  A.  MIDDLETON.   New  York. 
Secretary    Erie    Railroad    Company. 


92 


ERIE    RAILWAY    EDITION. 


J.   C.   MOORHEAD.   CLEVELAND,   OHIO. 

General  Manager  of  Lines  West  of  Salamanca. 
The  son  of  Joseph  B.  and  Eliza  H.  Moorhead,  the 
subject  of  this  sketch  was  born  in  Moorheadville,  Erie 
County,  Pennsylvania,  on  March  2,  1844.  He  was 
educated  in  the  common  schools  and  entered  the  rail- 
way service  in  1862  as  a  telegraph  operator  on  the 
Lake  Shore  &  Michigan  Southern  Railroad.  From 
1865  to  1866  he  was  chief  operator  of  the  "Bee  Line," 
and  from  1866  to  1868  Train  Dispatcher  on  the  At- 
lantic &  Great  Western.  In  i858  he  returned  to  the 
Lake  Shore  &  Michigan  Southern,  and  was  Train 
Dispatcher  on  the  Erie  Division  at  Cleveland,  Ohio, 
until  1871.  He  then  went  to  the  Pittsburg,  Cincinnati 
&  St.  Louis  as  Train  Dispatcher  and  Train  Master  at 
Pittsburg,  remaining  until  1880.  when  he  was  appoint- 
ed Assistant  Divi.sion  Superintendent  of  the  Michigan 
Central.  In  September.  1S88,  he  came  to  the  Erie, 
then  the  New  York,  Pennsylvania  &  Ohio,  as  Di- 
vision Superintendent  at  Gallon;  Ohio.  On  November 
I,  1888,  he  was  promoted  to  Superintendent  of  Trans- 
portation, with  offices  at  Cleveland,  Ohio,  and  he  held 
this  position  until  Jam:ary  i,  iSgi,  when  he  was  raised 
to  General  Superintendent  of  the  Chicago  &  Erie, 
being  later  made  General  JNLinager  of  Erie  Lines  west 
of  Salamanca,  with  headquarters  at  Cleveland.  Mr. 
Moorhead  was  married  August  8,  1867,  to  Miss  C.  M. 
Leet,  of  his  native  city,  and  with  their  family  they 
reside  in  Cleveland,  Ohio. 


General  Superintendent  of  Erie  Lines  East  of  Sala- 
manca. !Mr.  Van  Keuren  was  united  in  marriage  with 
]\Iiss  Jennie  Gerow  Tuthill  on  December  3,  i8go,  and 
resides  at  134  Gregory  Avenue,  Passaic,  New  Jersey. 


GEORGE  VAN   KEUREX.  JERSEY  CITY,   NEW 

JERSEY. 
General  Superintendent  Erie  Lines  East  of  Salamanca. 

George  Van  Keuren  was  born  September  14,  1861. 
in  Jersey  City,  New  Jersey,  and  was  the  recipient  of  a 
public  school  education,  after  which  he  studied  some 
time  in  Hasbrouck's  Institute  in  his  home  city.  Pre- 
vious to  entering  upon  his  railroad  career  he  was  a 
clerk  in  the  employ  of  the  Merchants'  Dispatch 
Transportation  Company,  which  connection  he  sev- 
ered to  go  with  an  engineering  crew  on  the  New  York 
&  Albany  Railroad  in  the  capacity  as  chainman.  This 
was  in  1880,  and  after  a  year  he  went  to  the  New 
York,  West  Shore  &  Buffalo,  where  he  assisted  in 
surveys  from  1881  to  1884.  first  as  rodman,  but  worked 
his  way  up  till  he  was  competent  to  act  as  Assistant 
Engineer,  which  position  he  accepted  on  the  New 
York  Division  of  the  Erie  on  July  I,  1884.  In  April, 
1887,  he  was  promoted  to  Roadmaster,  and  in  October. 
1890,  he  was  advanced  to  Superintendent  of  the  Jeffer- 
son Division.  He  was  appointed  Superintendent  of 
Transportation  of  the  Erie  Railroad  in  November, 
1894,   from   which   place  he  was   advanced   recently   to 


A.    M.    ISIOZIER,   CLEVELAND,   OHIO 

General   Superintendent   of   Erie   Lines   West   of   Sala- 
manca. 

Train  service  throughout  the  country  has  been  made 
better  and  danger  of  accidents  minimized  by  A.  M. 
Mozier;  the  "]\Iozier  Block  System"  has  a  record  that 
he  is  justly  proud  of;  his  "Safety  Signal,"  and  elec- 
trical cut-out,  insures  that  danger  signals  will  be  dis- 
played for  trains  that  should  be  stopped  for  the  block 
or  for  train  orders.  His  "Three  Position  Semaphore" 
introduced  the  principle  of  using  the  elevated  position 
of  the  signal  arm  to  indicate  "caution,"  thus  leaving 
the  diagonal,  or  downward  position  to  indicate 
"safety"  as  in  common  use.  His  "19  Order  Signal." 
which  is  his  latest  invention,  gives  regular  indications 
automatically  and  is  for  delivering  train  orders  or 
messages  to  trains  at  speed.  Mr.  Mozier  was  born 
May  31,  1843,  near  Mt.  Gilead,  Ohio,  and  after  ac- 
quiring a  common  and  high  school  education  began 
work  on  the  Cleveland,  Columbus,  Cincinnati  &  In- 
dianapolis Railroad  (now  a  portion  of  the  "Big  Four") 
as  Agent's  Clerk.  A  year  later,  in  1864.  he  accepted 
a  position  as  telegraph  operator,  but  in  1867  resigned  fo 
take  a  similar  position  on  the  Pittsburgh,  Fort  Wayne 
&  Chicago.  His  skill  as  a  telegrapher  became  known 
to  the  officials  of  the  Pennsylvania  system  and  in  1871 
he  was  made  Train  Dispatcher  of  the  Pittsburgh,  Cin- 
cinnati &  St.  Louis  Railroad,  and  was  advanced  later 
to  Chief  Train  Dispatcher  and  ^Manager  of  Telegraph 
on  that  road.  In  1882  he  resigned  to  accept  the  po- 
sition of  Chief  Train  Dispatcher  and  Trainmaster  of 
the  Indianapolis  &  St.  Louis  (now  the  "Big  Four"') 
where  he  remained  until  1888,  when  he  was  appointed 
Superintendent  of  the  Third  and  Fourth  Divisions  of 
the  New  York,  Pennsylvania  &  Ohio  (now  the  Erie) 
and  resigned  to  accept  the  same.  In  1891  he  was  made 
Superintendent  of  Transportation  of  the  New  York. 
Pennsylvania  &  Ohio  and  Chicago  &  Erie  Railroads, 
and  later  promoted  to  General  Superintendent  of  Erie 
Lines  West  of  Salamanca.  The  high  appreciation  in 
which  he  is  held  by  the  management  of  the  Erie  was 
manifested  in  1891-92  when  for  several  months  he  was 
detailed  to  serve  temporarily  as  Superintendent  of  the 
Chicago  &  Erie,  during  its  reorganization  and  im- 
provement. Mr.  Mozier  is  a  family  man,  having  been 
married  July  11.  1865.  to  ■\Iiss  ^Marianne  Borie,  and 
they  have  two  children,  who  are  grown  to  manhood 
and  womanhood.     The   son.   M.    L.   Mozier,   is  Train 


A.MERICAX    LOCOMOTU'E    ENGINEERS. 


93 


B.    SIHOFFER,    Nkw    Yo 
Purchasing   Agent. 


J.    W.    I'LATTEN.    Nfvv    York. 
Assistant  Purchasing  A.gcnt. 


94 


ERIE    RAILWAY    EDITION. 


Dispatcher  on  the  Chicago  &  Erie  Railroad,  and  tlie 
daughter,  Edna  Louise,  has  just  completed  her  musical 
education  in  the  Royal  Conservatory  at  Dresden,  Ger- 
many. 


G.      A.      THOMPSON,      JERSEY      CITY,      NEW 
JERSEY. 

Superintendent   of  Transportation   of   Erie   Lines   East 
of  Salamanca. 

G.  A.  Thompson,  who  was  born  in  Worcester, 
Massachusetts,  August  28,  1852,  received  a  fine  com- 
mon school  education,  and  graduated  from  the  Wor- 
cester Polytechnic  Institute,  class  of  '71.  He  com- 
menced railroad  work  in  the  engineer  corps  on  the 
Worcester  &  Nashua  Railroad  as  rodman,  remainin.4 
there  until  1872,  when  he  was  appointed  Engineer  for 
Contractors  on  the  New  Jersey  Midland  Railroad.  In 
1873  Mr.  Thompson  came  to  the  Erie  and  for  eight 
years  was  Engineer  in  the  General  Land  Office,  being 
advanced  to  Roadmaster  of  the  Western  Division  in 
1881.  This  place  he  held  until  1887,  when  he  was 
promoted  to  Superintendent  of  the  Rochester  Division, 
remaining  there  twelve  years,  having  been  transferred 
to  Port  Jervis  as  Superintendent  of  the  Delaware 
Division  March  i,  iSgg.  from  which  position  he  was 
recently  promoted  to  Superintendent  of  Transporta- 
tion of  Erie  Lines  east  of  Salamanca,  having  offices  at 
Jersey  City.  j\lr.  Thnnipson  is  married  and  with  his 
family  reside  in  their  pleasant  home  in  Port  Jervis. 


GEORGE   A.    COE.    CLEVELAND,    OHIO. 

Superintendent  of  Transportation  of  Erie   Lines  West 

of  Salamanca. 

George  A.  Coe,  the  Erie's  efficient  Western  Super- 
intendent of  Transportation,  was  born  in  Coldwater. 
Michigan,  his  father  being  up  to  the  time  of  his 
death,  in  1870,  one  of  the  leading  lawyers  of  the  state. 
Mr.  Coe  was  educated  in  the  common  and  high 
schools  of  his  native  city,  and  in  1S72  turned  his  atten- 
tion to  railroading,  beginning  with  the  Lake  Shore 
&  Michigan  Southern  in  the  capacity  of  telegraph  op- 
erator at  South  Bend,  Indiana.  He  worked  two  years 
there  and  then  put  in  a  year  for  the  Michigan  Central 
at  Michigan  City,  Indiana.  In  1874  he  was  appointed 
Assistant  Train  Dispatcher  for  the  L.  S.  &  M.  S.  at 
Elkhart,  Indiana,  but  the  office  was  soon  afterward 
moved  to  Toledo,  Ohio.  In  1881  he  was  promoted  to 
Chief  Dispatcher  and  Train  Master  of  the  Franklin 
Division,  but  resigned  in  i8go  to  accept  appointment 
as  the  Erie's  special  agent  at  Pittsburg,  Pennsylvania. 
Later  in  the  same  year  he  was  sent  to  Huntington, 
Indiana,  as  Train  Master  foi   the  Erie,  and  in  1891  he 


was  promoted  to  Assistant  Superintendent  at  Chicago. 
A  few  months  afterward  he  was  advanced  to  Superin- 
tendent of  the  Chicago  Division,  which  he  held  until 
recently,  when  he  was  made  Superintendent  of  Trans- 
portation of  lines  west  of  Salamanca,  his  headquarters 
being  at  Cleveland,  Ohio.  Mr.  Coe  was  married  Feb- 
ruary 4,  1871,  to  Miss  Mary  E.  Roberts,  of  Michigan 
City,  Indiana,  and  with  their  family  reside  in  their 
charming  home  in   Cleveland. 


CLINTON    V.    ^lERRICK,    BRADFORD,    PENN- 
SYLVANIA. 
Superintendent  Bradford  Division. 

Clinton  V.  Merrick  was  born  in  Canton,  Bradford 
County,  Pennsylvania,  on  June  17,  1848,  and  after  com- 
pleting his  studies  in  the  public  school  of  his  neigh- 
borhood, graduated  from  the  State  Normal  School  at 
Mansfield,  Pennsylvania.  The  son  of  a  prosperous 
farmer  of  Bradford  County,  he  devoted  his  attention 
to  farming  until  1871,  when  he  abandoned  that  avoca- 
tion and  went  to  work  as  a  station  helper  on  the  Erie 
at  Addison,  New  York.  Here  his  natural  ability  and 
educational  attainments  became  manifest  and  he  was 
advanced  from  one  minor  position  to  another  until 
he  was  made  Train  Master  of  the  Susquehanna  Divi- 
sion, which  place  he  held  until  December,  1887,  when 
he  was  promoted  to  Superintendent  of  the  Bradford 
Dixision.  The  fact  that  he  has  held  this  position  for 
the  past  twelve  years  speaks  volumes  for  Mr.  Merrick's 
ability  in  managing  the  afifairs  of  the  company  on  that 
aivision,  and  he  is  universally  respected  by  the  many 
Erie  employes  who  work  under  his  immediate  direc- 
tion. Mr.  Merrick  was  married  December  tg.  1877, 
to  Miss  Delia  Wdller,  and  they  have  one  son. 


JOHN     F.     ?iIAGUIRE,     JERSEY     CITY,     NEW 

JERSEY. 

Superintendent  New  York  Division. 

John  F.  INIaguire  was  born  May  10,  1862,  at  South- 
fields,  Orange  County.  New  Y'ork,  and  after  attend- 
ing school  until  he  had  received  a  good  common 
school  education  he  began  his  railroad  career  in  187S 
as  extra  telegraph  operator  and  station  agent  on  the 
New  York  Division  of  the  Erie.  In  1880  he  was  pro- 
moted to  operator  in  the  Train  Dispatcher's  office  of 
the  same  division,  and  in  1885  was  advanced  to  Train 
Dispatcher.  Two  years  later  he  was  made  chief 
Train  Dispatcher,  which  position  he  held  until  No- 
vember, 1887,  when  he  was  promoted  to  Train  Master 
of  the  New  York  &  Greenwood  Lake  Road,  and  the 
Northern  Railroad,  both  divisions  of  the  Erie  system. 
In    June,    1888,    he    was    appointed    Superintendent    of 


ANEERICAX    LOCOMOTIVE    ENGINEERS. 


95 


A.    E.   MITCHELL.    New    Vork. 
Superintendent   of  Motive   Po-.ver 


W.    LAVERY,    New    York. 
As-^sistant    Supt.     Motive     Power. 


96 


ERIE    RAILWAY    EDITION. 


these  roads,  being  transferred  in  September,  1890.  to 
Superintendent  of  the  Western  Division  of  the  Erie 
Railroad.  From  November,  1892,  to  March  i,  1899, 
he  was  Superintendent  of  the  Susquehanna  Division, 
being  appointed  to  his  present  position.  Superintendent 
of  the  New  York  Division,  on  March  i,  1899.  Mr. 
Jilaguire's  headquarters  are  at  Jersey  City,  but  he  re- 
sides with  his  family  in  their  pleasant  home  at  423 
Broadway,   Paterson,  New  Jersey. 


WILLIAM  L.  DERR,  ELMIRA,  NEW  YORK. 
Superintendent    Susquehanna    Division. 

William  L.  Derr  was  born  in  Charlestown,  !Mary- 
land,  November  17,  1857.  After  graduating  from  the 
Polytechnic  College  at  Philadelphia  in  1876  he  en- 
tered the  service  of  the  Philadelphia,  Wilmington  & 
Baltimore  Railroad  as  Assistant  Engineer,  acting  in 
that  capacity  until  1878,  when  he  went  to  the  Pitts- 
burg, Cincinnati  &  St.  Louis  to  accept  a  similar  po- 
sition. A  place  as  Assistant  Engineer  on  the  New 
York  &  New  England  Railroad  was  offered  him 
in  1882,  and  after  three  years  of  this  work  he  was 
promoted  to  Roadmaster  of  the  Woonsocket  and  the 
Valley  Falls  Divisions,  being  further  promoted  to  As- 
sistant to  the  Superintendent  of  the  Woonsocket  Di- 
vision in  1884.  In  1886  he  came  to  the  New  York, 
Lake  Erie  &  Western  '(now  the  Erie)  as  Roadmaster 
of  the  Buffalo  Division,  and  before  the  year  was  out 
he  was  transferred  to  the  Delaware  Division,  where 
he  remained  as  Roadmaster  until  1888,  when  he  was 
promoted  to  Assistant  Superintendent  of  the  Susque- 
hanna Division.  A  year  later  he  was  appointed  Su- 
perintendent of  Jefferson  Division,  and  this  promo- 
tion was  followed  the  same  year  by  him  being  trans- 
ferred to  the  position  of  Superintendent  of  the  Dela- 
ware Division,  one  of  the  most  important  divisions  on 
the  road.  He  remained  in  charge  of  that  division  until 
March  i,  1899,  when  he  was  sent  to  Elmira  to  take 
charge  of  the  Susquehanna  Division,  his  present  work. 
Mr.  Derr  is  married,  and  is  highly  popular  with  his 
many  subordinates  as  well  as  with  his  superiors. 


C.  A.   BRUNN,   BUFFALO,   NEW  YORK. 
Superintendent  Buffalo  Division. 

The  first  important  railroad  position  held  by  C.  A. 
Brunn  was  Superintendent  of  the  Eastern  Division  of 
the  old  New  Y'ork,  Pennsylvania  &  Ohio  Railroad. 
Some  time  after  that  road  was  leased  to  the  Erie,  then 
the  New  York,  Lake  Erie  &'  Western,  Mr.  Brunn 
was  transferred  to  Buffalo  as  Superintendent  of  the 
Buffalo  Southwestern,  a  division  of  the  N.  \'.,  L.  E.  & 


W.  From  this  position  he  was  advanced  to  Superin- 
tendent of  the  Buffalo  Division,  which  was  consider- 
ably enlarged  after  the  road  was  reorganized  as  the 
Erie  Railroad.  Mr.  Brunn  is  a  highly  capable  official, 
having  the  entire  confidence  of  his  immediate  superiors 
and  is  deservedly  popular  among  the  men  who  work 
under   his   direction. 


GEORGE  W.   DOWE,   HORNELLSVILLE.  N.   Y. 
Superintendent  Allegheny  Division. 

It  was  on  June  8.  1863,  that  George  W.  Dowe,  left 
school  and  home  at  the  age  of  17  to  volunteer  in  the 
1st  New  Hampshire  Artillery,  and  very  soon  there- 
after he  was  doing  his  share  toward  quelling  the  re- 
bellion in  the  sunny  southland.  In  the  course  of  time 
the  war  ended,  and  the  sons  of  the  North  returned  to 
their  homes  to  take  up  the  thread  of  life  where  it  had 
been  broken  off  by  the  summons  of  the  nation.  On 
being  mustered  out  of  the  service  Mr.  Dowe,  who  was 
born  in  Concord,  New  Hampshire,  on  February  25, 
1646.  of  Scotch  and  English  ancestry,  cast  about  him 
for  an  occupation  that  would  be  congenial  and  yet  one 
that  was  in  accord  with  his  ambitious  nature.  While 
railroads  were  by  no  means  new  at  that  time,  it  was 
plain  to  the  thinking  man  that  they  were  crude  affairs 
compared  with  what  they  would  be  some  day  in  the 
future.  With  a  fixed  purpose  to  master  the  details  of 
railroading,  and  advance  as  rapidly  as  his  qualifica- 
tions would  admit.  Mr.  Dowe  began  as  brakeman  on 
the  Boston,  Concord  &  Montreal  Railroad  in  1866. 
Shortly  afterward  he  was  promoted  to  conductor,  and 
remained  in  that  position  until  August,  1870,  when  he 
resigned  and  began  his  long  service  with  the  Erie. 
At  first  he  was  conductor  on  freight  on  the  Delaware 
Division,  but  when  his  sterling  qualities  and  efficient 
services  became  fully  known  to  his  superiors  he  was 
advanced  to  a  passenger  run.  In  this  position  he  re- 
mained until  1882,  when,  a  vacancy  occurring.  Con- 
ductor Dowe  was  made  Assistant  Superintendent  of 
the  Erie's  Buffalo  Creek  Belt  Line.  Here  he  had  an 
opportunity  to  use  the  store  of  knowledge  he  had  ac- 
quired by  long  experience,  and  being  in  closer  touch 
with  the  officials  he  was  soon  marked  for  further 
promotion.  In  18S7,  he  was  transferred  to  Port  Jervis 
and  made  Freight  Train  Master  of  the  Eastern  Di- 
vision, which  position  he  held  until  1896,  when  he  was 
promoted  to  Superintendent  of  the  Jefferson  Division. 
In  June,  1899,  he  was  transferred  from  Carbondale  to 
Hornellsville  and  placed  in  charge  of  the  more  im- 
portant Allegheny  Division,  where  he  is  at  ])resent. 
Personally,  as  well  as  officially,  Mr.  Dowe  is  a  fine 
man;  a  resolute,  high  character,  tempered  with  the 
friendliest  of  natures,  endears  him  to  those  under  him 
in  the  railroad  service,  and  makes  his  acquaintance  de- 


AMERICAN    LOCOMOTIVE   ENGINEERS. 


97 


GEORGK  DONAHUE,  Cleveland,   O. 
Assistant  Superintendent  Motive  Power. 


T.    H.    CURTIS,    Susquehanna,    Pa. 
Mechanical    Engineer. 


98 


ERIE    RAILWAY    EDITION. 


C.  R.  F7TCII,  New  Tork. 
General    Manager. 


J.    C.    MOORHEAD,   Cleveland,    O. 
General    Manager. 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


99 


GEORGE   VAN    KEUREN,   New    Yolk. 
General    Superintendent. 


A.    M.    MOZIER,    Cleveland,    O. 
General   Superintendent— Western   Division. 


100 


ERIE    RAILWAY    EDITION. 


sirable  to  others.  He  was  married  June  24,  1873,  to 
Miss  Roseanna  E.  Jones,  of  Merrimack,  New  Hamp- 
shire, daughter  of  Hon.  David  Jones.  They  have  no 
children,  but  are  prominent  in  the  social  life  of  Hor- 
nellsville. 


HENRY  E.  GILPIN,  JERSEY  CITY,  N.  J. 

Superintendent   of   New   York,    Susquehanna   &  West- 
ern, and  Wilkesbarre   &   Eastern  Railroads. 

Henry  E.  Gilpin  was  born  in  Chester  County,  Penn- 
sylvania, and  after  receiving  an  academic  education  in 
Philadelphia  began  his  railway  career  as  a  rodman  on 
the  staff  of  the  Chief  Engineer  of  the  Philadelphia 
&  Reading  Railroad  in  1880.  He  was  engaged  on 
surveys  and  construction  work  on  that  road  until 
1887,  during  which  time  he  was  an  Assistant  Engineer 
on  the  Shamokin,  Sunbury  &  Lewisburg  Railroad 
while  it  was  under  construction,  and  was  also  en- 
gaged in  numerous  surveys  throughout  the  anthracite 
coal  region  of  Pennsylvania.  He  was  appointed  As- 
sistant Engineer  on  the  Buffalo  Division  of  the  New 
York,  Lake  Erie  &  Western  Railroad  in  1887,  and 
in  the  latter  part  of  the  year  was  appointed  Road- 
master  of  the  Western  (now  Allegheny)  Division  of 
the  same  road.  On  January  i,  1892,  he  was  promoted 
to  Superintendent  of  the  Tioga  Division  at  Elmira, 
New  York,  and  in  November,  1892,  he  was  advanced 
to  Superintendent  of  the  Allegheny  Division  and 
located  at  Hornellsville,  New  York.  This  place  INIr. 
Gilpin  held  until  June  15,  1899,  when  he  was  trans- 
ferred to  Jersey  City  as  Superintendent  of  the  New 
York,  Susquehanna  &  Western,  and  the  Wilkesbarre 
&  Eastern  Railroads,  both  recently  acquired  by  the 
Erie.  Mr.  Gilpin  was  married  June  17,  1891,  in  New 
Y''ork  City  to  Miss  Mary  Helen  Church,  daughter  of 
Richard  Church,  Esquire,  a  prominent  citizen  of  Bel- 
videre,  Allegheny  County,  New  York. 


and  extra  Dispatcher,  and  in  1876  he  left  to  take  a 
position  as  operator  on  the  Wabash  Railroad.  From 
1877  to  1879  he  was  an  operator  and  extra  Dispatcher 
on  the  Ohio  &  Mississippi,  going  from  there  to  the 
Missouri  Pacific,  where  he  was  operator  in  Dis- 
patcher's office  at  Sedalia,  Missouri,  and  Denison, 
Texas.  He  next  worked  for  the  Western  Union  at 
Galveston,  Texas,  and  then  was  timekeeper  for  the 
Texas  &  Pacific  Railroad  at  Marshall,  Texas.  From 
1881  to  1887  he  was  Secretary  to  the  Superintendent  of 
ihe  O.  &  M.,  and  also  worked  as  extra  Dispatcher.  In 
1887  Mr.  Pindell  came  to  the  Erie  as  a  clerk  in  the 
Superintendent's  office  of  the  Eastern  Division.  His 
promotions  came  gradually  then;  first  stenographer  to 
the  Superintendent;  operator  in  the  Dispatcher's 
office;  Dispatcher  and  then  Chief  Dispatcher.  He 
was  next  promoted  to  Chief  Clerk  in  the  office  of  the 
Superintendent  of  Transportation,  and  on  March  I, 
1897,  he  was  appointed  Superintendent  of  Greenwood, 
Lake,  Northern  Railroad,  and  New  Jersey  &  New 
York  Railroad,  branches  of  the  Erie  system.  Mr. 
Pindell  was  married  January  28,  1891,  to  Miss  Susie 
Gross,  and  they  reside  at  109  Prospect  street,  Passaic, 
New  Jersey. 


THOMAS  H.  PINDELL,  JERSEY  CITY,  N.  J. 

Superintendent    Greenwood    Lake,    Northern    Railroad 

of  New  Jersey  and  New  Jersey  &  New 

York  Railroad. 

Thomas  H.  Pindell  was  born  in  Lexington,  Ken- 
tucky, December  4,  i860,  and  was  the  recipient  of  a 
high  school  education.  He  then  read  law  in  his 
father's  office  for  six  months,  but  abandoned  the  study 
of  that  profession  to  take  up  telegraphy.  He  began  as 
a  messenger  in  the  offices  of  the  Springfield  &  Illi- 
nois Southeastern  in  1872,  and  a  year  later  was  ad- 
vanced to  operator  in  the  general  offices  at  Spring- 
field,  Illinois.     In    1873   and   1874  he  was   an   operator 


C.  A.  ALLEN,  GALION,  OHIO. 
Superintendent   Cincinnati    Division. 

The  career  of  C.  A.  Allen  bears  its  lesson  in  ambi- 
tion and  perseverance  to  every  railroad  man  who 
chances  to  read  this  short  sketch.  It  shows  that  the 
only  true  road  to  success  and  high  position  is  fenced  by 
ability  and  a  desire  to  do  what  is  right.  Mr.  Allen 
was  born  on  January  26,  1852,  near  Paris,  Illinois,  and 
being  the  son  of  a  farmer  he  attended  school  and 
worked  on  the  farm  until  1872,  when  he  began  his  rail- 
road career  as  a  laborer  on  the  Indianapolis  &  St. 
Louis  Railroad.  The  young  man  was  ambitious  and 
performed  his  work  so  well  that  when  he  asked  for 
advance  to  brakeman  the  position  was  given  him. 
After  a  short  time  he  was  promoted  to  switchman  and 
then  conductor.  From  conductor  he  was  advanced  to 
Trainmaster,  and  in  March,  1888,  resigned  to  accept 
a  similar  position  with  the  New  York,  Pennsylvania 
&  Ohio  at  Gallon,  Ohio,  as  Trainmaster  of  the  Third 
and  Fourth  Divisions  (now  the  Cincinnati  Division), 
and  in  January,  1890,  was  promoted  to  Superintendent 
of  the  same  division.  Mr.  Allen  is  a  highly  compe- 
tent official,  and  having  come  up  from  the  ranks  he 
knows  how  to  treat  those  who  are  under  him  officially; 
thus  he  is  one  of  the  most  popular  Superintendents 
along  the  line.  Mr.  Allen  was  married  May  4,  18S6, 
to  j\liss  Clara  E..  ]\liller,  and  they  reside  in  their  ele- 
gant home  in  Gallon. 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


XOl 


G.    A.    THOMPSON.    Jersey   City,    N.    J. 
General   Superintendent   Transportation. 


GEORGE    A.    COE,    Cleveland,    O. 
General  Superintendent  Transportation. 


102 


ERIE    RAILWAY    EDITION. 


V.    MERRICK.    Bradtord, 
Supt^rintendent. 


Pa. 


J.    F. 


MAGI'IRE.    Jersey  City,   N.   J. 
Superintendent. 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


103 


W.  L.  DERR.  Elmira,  N.  Y. 
Superintendent. 


CilARLES    A.    nr.rXN,    Buffalu.    N.    Y. 
Superintendent. 


104 


ERIE    RAILWAY    EDITION. 


HENRY  E.  GILPIN,  Jersey  City,  N.  J. 
Superintendent    N.    Y..    S.    &    W.    R.    R. 


GEORGE   W.    DOWE,   Hornellsville,    N.    Y. 
Superintendent. 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


105 


T.   H.   PINDELL,   Jersey  City,   N.  J. 
Superintendent. 


C.  A.  ALLEN,  Gallon,  O. 
Superintendent. 


106 


ERIE    RAILWAY    EDITION. 


H.    N.    DONALDSON,    YOUNGSTOWN,    OHIO. 
Superintendent    Mahoning    Division. 

The  son  of  Norton  and  Lucina  Donaldson,  H.  N. 
Donaldson  was  born  in  Parkman,  Geauga  County, 
Ohio,  in  1849.  Mr.  Donaldson  is  a  man  of  refine- 
ment and  education,  having  had  the  advantage  of  at- 
tending the  public  and  high  schools  of  his  native 
city,  and  afterwards  one  year  in  Oberlin  College.  His 
first  railroad  experience  was  with  the  Atlantic  & 
Great  Western  as  a  telegraph  operator  from  1869  to 
1872.  In  the  latter  year  he  was  advanced  to  freight  and 
ticket  agent,  and  in  1882  was  appointed  Trainmaster, 
which  position  he  held  until  i8go,  when  he  was  pro- 
moted to  Superintendent  of  the  Mahoning  Division, 
having  his  headquarters  at  Youngstown.  That  Mr. 
Donaldson  is  a  capable  official  is  evidenced  by  the 
number  of  years  he  has  been  Superintendent  of  this 
division  and  by  the  fine  condition  of  the  service  under 
his  jurisdiction.  He  was  united  in  marriage  in  1871 
to  Miss  Lucy  M.  Conant,  of  Windham,  Portage 
County,  and  with  their  family  move  in  the  elite  circles 
of  Youngstown. 


IRA   BELNAP,   MEADVILLE  PENNSYLVANIA. 

Superintendent      Meadville      Division      and      Franklin 

Branch. 

From  water  boy  to  Superintendent  is  a  long  stride, 
but  there  are  intermediate  steps,  and  on  each  of  these 
Ira  Belnap  paused  a  short  time,  ultimately  reaching 
the  high  position  he  now  occupies.  He  began  his  suc- 
cessful railroad  career  in  1863  as  a  water  boy  on  the 
Lake  Shore  &  Michigan  Southern  Railroad  between 
Cleveland  and  Erie.  After  a  short  time  in  this  posi- 
tion he  took  up  telegraphy  and  after  becoming  com- 
petent he  was  an  operator  on  the  Erie  and  Toledo  Di- 
visions of  the  L.  S.  &  M.  S.  R.  R.  and  the  Fort  Wayne 
Division  of  the  Pennsylvania  Company  and  also  on  the 
Pittsburg,  Cincinnati  &  St.  Louis  Railway,  known  as 
the  Pan  Handle.  Becoming  highly  proficient  in  his 
calling  he  soon  was  called  to  Dennison,  Ohio,  where 
he  was  promoted  to  Train  Dispatcher,  and  later  on 
the  Louisville  &  Nashville  Railroad,  where  he  was 
Dispatcher  at  Montgomery  and  later  at  Birmingham, 
Alabama,  going  from  there  to  Lexington.  Kentucky, 
as  Dispatcher  on  the  Cincinnati  Southern  Railroad. 
From  there  to  Lorain,  Ohio,  as  Dispatcher  on  the 
,  Cleveland,  Lorain  &  Wheeling;  from  there  to  Mat- 
toon,  Illinois,  as  Dispatcher  on  the  "Big  Four;"  from 
there  to  Asheville,  North  Carolina,  as  Train  Master 
of  the  W.  N.  C.  Division  of  the  Richmond  &  Dan- 
ville Railroad.     Mr.  Belnap  came  to  the  Erie  in  1888 


when  it  was  known  as  the  New  York,  Pennsylvania  & 
Ohio,  and  was  Train  Master  at  Kent,  Ohio;  he  was 
then  transferred  to  Hornellsville  as  Train  Master  on 
the  Susquehanna  Division.  Here  his  ability  to  hold  a 
more  important  position  was  noted  and  in  i8gi  he 
was  promoted  to  Superintendent  of  the  Second  Di- 
vision with  headquarters  at  Kent,  Ohio;  the  Second 
Division  then  comprised  the  Franklin  Branch  and 
from  Kent,  Ohio,  to  Meadville,  Pennsylvania.  When 
the  First  and  Second  Divisions  were  consolidated  in 
i8gs  Mr.  Belnap  was  made  Superintendent  of  both 
divisions,  now  known  as  the  Meadville  Division,  with 
office  at  Meadville,  and  in  this  last  position  he  still 
remains.  Mr.  Belnap  is  a  concise,  energetic  official, 
alive  to  the  interests  of  the  company  at  all  times,  yet 
a  kind-hearted  disposition  and  impartial  treatment  of 
the  men  under  him  makes  him  a  favorite  with  all. 


CHARLES  CURTIS  REYNOLDS,  CHICAGO, 
ILL. 

Superintendent  Chicago   &  Erie  Railroad. 

The  subject  of  this  sketch  was  born  in  Vernon,  In- 
diana, May  I,  1859,  and  after  acquiring  a  common 
school  education  learned  telegraphy  and  worked  on  the 
JefYersonville,  Madison  &  Indianapolis  Railroad  from 
1872  to  1874.  From  1874  to  1878  his  occupations  were 
varied,  but  most  of  the  time  he  was  tobacco  and  cigar 
salesman,  and  working  as  an  extra  operator  in  the 
Western  Union  office  at  Indianapolis.  On  August  15, 
1878,  he  entered  the  service  of  the  Indianapolis  & 
St.  Louis  Railroad,  and  worked  for  this  company  at 
Indianapolis  and  various  other  points.  In  the  spring 
of  1880  his  ability  warranted  promotion  and  he  was 
accordingly  appointed  Train  Dispatcher  at  Mattoon, 
Illinois,  and  in  December,  1882,  he  was  advanced  to 
Chief  Dispatcher.  In  November,  1888,  he  was  made 
Assistant  Train  Master,  and  on  the  consolidation  of 
the  roads  now  known  as  the  "Big  Four,"  he  was  sent 
to  Mount  Carmel,  Illinois,  as  Train  Master  of  the 
Cairo  Division,  which  position  he  resigned  to  accept 
a  place  as  Train  Master  of  the  Buffalo  Division  of  the 
Erie.  On  November  15,  1891,  he  was  appointed  As- 
sistant Superintendent  of  the  Eastern  Division  of  the 
Chicago  &  Erie,  which  was  followed  on  April  18,  1892, 
by  promotion  to  Superintendent  of  the  Lima  Division. 
This  position  he  filled  so  acceptably  that  he  was  re- 
cently advanced  to  Superintendent  of  the  entire  Chi- 
cago &  Erie  Railroad,  his  headquarters  being  at 
Chicago.  Mr.  Reynolds  was  married  April  12.  1882, 
to  Miss  Agnes  A.  Henderson  of  Indianapolis,  and  with 
their  family  reside  in  Chicago.  Mr.  Reynolds  is  recog- 
nized as  a  highly  efficient  official  and  he  is  deservedly 
popular  with  those   who  work  under  his  direction. 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


107 


I 


-^ 


II.    X.    DONALDSON.    Yoiingstown,    O. 
Superintendent, 


...         ■!W^-^ 


I 


y 


IKA  BKLNAl'.  iMiuuville.  Pa. 
Superintendent. 


108 


ERIE    RAILWAY    EDITION. 


C.    C.    REYNOLDS,     Chicago.     III. 
Superintendent. 


F.  B.  LINCOLN.  Arnot,  Pa. 
Superintendent. 


AMERICAN    LOCOJMOTIVE    ENGINEERS. 


109 


FREDERICK   BOWEN   LINCOLN,  ARNOT,   PA. 
Superintendent  Tioga  Division. 

The  Erie's  chief  representative  at  Arnot,  Pennsyl- 
vania, is  Frederick  Bowen  Lincoln,  who  is  a  descend- 
ant of  old  Puritan  stock,  his  first  ancestor  in  this  coun- 
try, Tholnas  Lincoln,  having  landed  in  Boston  in  1632 
and  settled  in  Hingham,  Massachusetts,  some  years 
later.  There  is  a  complete  history  of  the  family  in 
existence  from  1632  which  records  that  for  200  years 
the  descendants  of  Thomas  Lincoln  remained  in  and 
about  Hingham.  About  1832  Mr.  Lincoln's  grand- 
father moved  to  New  York  City,  and  the  subject  of 
this  sketch  was  born  in  Brooklyn,  New  York.  His 
early  schooling  was  in  England,  receiving  in  addition 
high  school  training  in  Connecticut  schools.  On  May 
20,  1887,  he  was  employed  by  the  Erie  Railroad  and 
was  sent  out  as  chainman  with  an  engineer's  corps. 
He  was  successively  rodman,  leveler,  transitman  and 
inspector  until  June  15.  1S92,  on  the  General  Engin- 
eering Corps,  and  on  the  latter  date  was  appointed 
Assistant  Engineer  of  the  Western  Division.  Decem- 
ber 15,  1892,  he  was  transferred  to  the  Susquehanna 
Division  as  Assistant  Engineer,  and  on  November  i, 
189s,  was  appointed  Train  Master  of  the  Toby  Branch 
in  charge  of  transportation,  maintenance  of  way  and 
motive  power  departments,  reporting  to  the  Super- 
intendent of  the  Bradford  Division.  Alay  I,  1897,  he 
was  made  Agent  at  Salamanca,  New  York,  in  charge 
of  the  Salamanca  Terminal,  being  promoted  December 
15.  1898,  to  his  present  position.  Superintendent  of 
Tioga  Division  and  also  Superintendent  of  the  ?>ln>s- 
burg  Coal  Company. 


WILLIAM   H.   BARRETT,   PORT  JERVIS,   N.   Y. 
Superintendent   Delaw-are    Division. 

William  H.  Barrett,  who  was  born  in  Plymouth,  In- 
diana, November  10,  1863,  got  his  start  in  railroading 
by  taking  up  telegraphy  in  1879,  soon  after  he  left 
school.  His  first  experience  was  with  the  Indian- 
apolis, Peru  &  Chicago  Railroad  at  Rochester,  Indi- 
ana, as  telegraph  operator.  During  the  next  four  years 
he  held  the  positions  of  telegraph  operator  and  station 
agent  successively  on  the  Baltimore  &  Ohio;  Cleve- 
land, Columbus,  Cincinnati  &  Indianapolis:  Wabash; 
"Pan  Handle,"  and  New  York  &  New  England  Rail- 
roads. In  1883  he  was  made  Train  Dispatcher  on  the 
Long  Island  Railroad,  going  from  there  to  the  West- 
ern North  Carolina  Division  of  the  Richmond  &  Dan- 
ville Railroad,  and  from  there  to  the  Third  Division  of 
the  New  York,  Pennsylvania  &  Ohio.  In  1887  he  was 
appointed  Chief  Train  Dispatcher  of  the  Western  Di- 
vision of  the  New  York.  Pennsylvania  &  Ohio,  and  in 
1899    was    transferred    to    the    same    position    on    the 


Susquehanna  Division  of  the  Erie;  he  held  this  posi- 
tion until  1891  wdien  he  was  advanced  to  Train  Master 
of  the  Susquehanna  Division,  and  in  March,  1899,  was 
promoted  to  Superintendent  of  the  Rochester  Division, 
which  position  he  yet  retained  until  recently,  when  he 
was  transferred  to  Superintendent  of  the  Delaware 
Division  at  Port  Jervis.  Mr.  Barrett  is  unmarried, 
and  is  a  prominent  factor  in  the  social  and  business 
world  of  Port  Jervis. 


FRANK  N.   HIBBITS,  CARBONDAl.I' .  PA. 
Superintendent    Jefferson    Division. 

Frank  N.  Hibbits  was  born  in  Indianapolis,  Indi- 
ana, on  February  3,  1866.  He  secured  a  good  com- 
mon school  education  and  then  took  the  course  at 
the  Rose  Polytechnic  School  at  Terre  Haute,  gradu- 
ating when  he  was  20  years  of  age.  In  1886  he  entered 
the  employ  of  the  C,  C,  C.  &  I.  R.  R.  as  a  machinist 
in  the  shops  at  Indianapolis.  After  four  years  he  re- 
signed to  accept  a  position  with  the  Erie  as  Engineer 
of  Tests  at  Susquehanna.  He  held  this  place  one 
year,  being  then  promoted  to  Mechanical  Engineer 
for  a  period  of  two  years,  and  then  to  Master  Me- 
chanic at  Rochester,  where  he  remained  two  years, 
then  going  to  Port  Jervis  as  Train  Master  of  the 
New  York  Division.  He  held  this  last  position  about 
four  years,  and  then  was  promoted  to  his  present 
place,  Superintendent  of  the  JeiTerson  Division,  being 
located  at  Carbondale. 


JAJ^IES  CORBETT,  HUNTINGTON,  INDIANA. 
Assistant  Suiierintendent  Chicago  &  Erie. 
James  Corbett  was  born  in  Great  Valley,  Catta- 
r;-ugus  County,  New  York,  on  February  25,  1854.  He 
was  educated  in  the  common  school  of  his  native  place, 
and  was  the  oldest  member  of  a  family  of  four  boys 
and  two  girls.  On  leaving  school  his  first  employment 
was  that  of  a  track  laborer  on  the  Atlantic  &  Great 
Western,  sulisequently  becoming  a  telegraph  operator, 
from  wdiich  position  he  has  risen  to  his  present  respon- 
sible place  through  ability  and  steadfast  devotion  to 
duty.  From  telegraph  operator  he  was  promoted  to 
station  and  ticket  agent,  then  the  copier  in  the  Train 
Dispatcher's  office,  and  from  that  to  Train  Dispatcher. 
He  W'as  then  advanced  to  Yard  Dispatcher,  having 
charge  of  a  terminal  yard,  his  duty  being  to  direct  the 
movement  of  trains.  His  next  place  was  in  charge  of 
the  distribution  of  freight  and  passenger  equipment 
for  the  General  Superintendent  and  Superintendent  of 
Transportation.  On  September  11,  1889,  he  was  ap- 
pointed Train  Master  of  the  Second  Division  and 
Franklin  Branch  of  the  New  York,  Pennsylvania  & 
Ohio,   with   offices  at   Kent,   Ohio,  and   served   in  that 


110 


ERIE    RAILWAY    EDITION. 


W.    H. 


BARRETT,    Port    Jervis.    N. 
Superintendent. 


JAMES   CORBETT,    Huntington,    Ind. 
Assistant  Superintendent  C.  &  E.   R.  R. 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


Ill 


capacity  until  April  i,  1895,  when  he  was  transferred 
to  Meadville,  Pennsylvania,  and  placed  in  charge  as 
Train  Master  of  the  First  Division,  between  Oil  City 
and  Salamanca.  On  January  8,  1900,  he  was  advanced 
to  his  present  position,  Assistant  Superintendent  of 
the  Chicago  &  Erie,  with  offices  at  Huntington,  In- 
diana. Mr.  Corbett  was  united  in  marriage  November 
9,  1876,  to  Miss  Emma  E.  Swaney  at  Meadville,  Penn- 
sylvania. They  have  two  children,  Anna  M.,  attending 
Allegheny  College,  at  Meadville,  and  James  C,  20 
years  of  age,  now  attending  University  of  Pennsyl- 
vania, at  Philadelphia,  Pennsylvania,  learning  dentistry. 


C    S.    GOLDSBOROUGH,    ROCHESTER,    N.    Y. 
Superintendent    Rochester    Division. 

The  present  Superintendent  of  the  Rochester  Di- 
vision is  C.  S.  Goldsborough,  son  of  Nicholas  Golds- 
borough,  Civil  Engineer,  deceased.  Mr.  Goldsborough 
was  born  in  Talbot  County,  Maryland,  November  28, 
1863.  His  early  life  was  spent  in  the  City  of  Baltimore, 
where  he  received  a  common  school  education.  Leav- 
ing the  Baltimore  City  College  at  the  age  of  16,  he 
engaged  in  the  grain  commission  business  in  that  city, 
in  which  he  remained  until  entering  the  service  of  the 
Erie  in  November,  1889.  His  first  position  on  the 
railroad  was  a  clerkship  in  the  office  of  the  General 
Roadmaster,  from  vifhich  he  was  promoted  shortly 
after  to  the  position  of  Chief  Clerk  or  Assistant  to  the 
General  Superintendent,  under  Mr.  C.  R.  Fitch,  serving 
in  that  capacity  until  January  8,  1900,  the  date  of  his 
appointment  to  his  present  position.  Mr.  Golds- 
borough was  married  on  December  8,  1896,  to  Mrs. 
Eleanor.  Cook  Armstrong,  daughter  of  Henry  Cook  of 
Maryland. 


FRED    LAWRENCE    BLENDINGER,    RUTHER- 
FORD, NEW  JERSEY. 

Superintendent  of  Telegraph. 

The  recent  promotion  of  Fred  Lawrence  Blcndinger 
to  Superintendent  of  Telegraph  on  the  Erie  Railroad 
places  at  the  head  of  that  department  a  young  man  of 
great  ability,  and  one  who  has  risen  from  the  position 
of  messenger  boy  through  his  own  efforts.  The  son 
of  Lorenzo  Blendinger  a  merchant  of  Little  Valley, 
New  York,  he  was  born  in  that  place  on  May  6,  1867. 
He  attended  school  until  he  was  11  years  of  age, 
leaving  to  accept  a  position  as  messenger  boy,  in 
which  capacity  he  served  two  years,  learning  teleg- 
raphy in  the  meantime.  In  January,  1880,  he  was  em- 
ployed as  a  telegraph  operator  on  the  Erie,  and  as  such 
worked  in  various  offices  between  Cleveland  and  New 
York  until  March,  i8g8,  twelve  years  of  which  time 
was  in  the  general  offices  of  the  Erie  at  21  Cortlandt 
street,  New  York  City.  In  1898  he  was  promoted  to 
Chief  Clerk  to  Second  Vice  President  W.  F.  Merrill, 
and  early  in  1900  was  appointed  Chief  Clerk  to  General 
Manager  C.  R.  Fitch.  On  April  16,  1900,  he  was  ad- 
vanced to  his  present  position,  that  of  Superintendent 
of  Telegraph  on  the  Erie  and  of  the  Seventh  District 
of  the  Western  Union  Telegraph  Company.  On 
INIarch  31,  1892,  Mr.  Blendinger  was  married  to  Miss 
Nellie  C.  Dow,  daughter  of  Isaiah  C.  Dow,  a  physi- 
cian of  Elmira,  New  York.  They  have  two  children. 
Marguerite  and  Howard,  who  are  the  light  of  a  happy 
home.  Mr.  Blendinger  is  a  popular  young  man,  and 
his  promotion  is  regarded  by  all  as  a  fitting  testimonial 
of  the  company  to  his  long  and  efficient  service  in 
other  capacities. 


112 


ERIE    RAILWAY    EDITION. 


S.   GOLDSBOROUGH.   Rochester,    X.    Y. 
Superintendent. 


F.    L.    BLENDINGER.   New  York. 
Superintendent  Telegraph. 


History  of  [brotherhood  of  Locomotive  Ciu|iiiecrs. 


The  inception  of  labor  organizations  in  the  United  States  dates  back  about 
half  a  century  and  was  the  direct  result  of  the  expanding  enterprises  of  the  coun- 
try. Prior  to  this  time  the  number  of  workmen  emj)loycd  bv  any  concern  was 
small,  but  following  the  advent  of  the  railroad  came  a  marked  increase  in  every 
inilustry,  while  new  industries  were  created,  and  laborers,  both  skilled  and  un- 
skilled, were  employed  in  greater  numbers. 

In  a  few  years  the  workmen  became  dissatisfied  at  the  condition  of  afifairs 
that  obtained — employers  were  becoming  rich  from  the  labor  of  their  emi)loyes, 
while  employes  were  forced  to  work  long  hours  for  small  pay.  Individual  efifort 
failed  to  remedy  this  state  of  affairs,  and  then  followed,  as  a  matter  of  course,  the 
trade  union,  whereby  the  employer  was  forced  to  deal  with  all  his  employes  as 
one  man.  The  result  of  this  concerted  action  has  made  a  marked  improvement 
in  the  conditions  obtaining  in  all  trades  and  crafts,  and  in  almost  everv  instance 
the  emjiloyer  has  the  utmost  respect  for  the  unions  with  which  his  emi>lo\es  are 
affiliated. 

The  need  of  a  labor  organization  was  first  felt  among  railroad  men  in  1852 
when  an  attempt  was  made  by  the  employes  of  the  New  York  Central  to  secure 
an  increase  in  their  pay.  At  that  time  engineers  received  $60  a  month,  firemen 
$30,  passenger  conductors  $60,  freight  conductors  $40,  and  brakemen  $25.  A 
petition  was  presented  to  the  Superintendent  and  President,  respectfully  asking 
an  increase  in  the  rates  of  pay,  and  the  answer  was  immediate  dismissal  of  the 
conmiittee  who  presented  the  petition. 

In  1854  and  1856  the  engineers  of  the  Erie  felt  the  lack  of  organization  while 
smarting  under  the  injustice  of  Superintendent  McCallum,  and  though  their  first 
strike,  in  1S34,  was  successful,  the  second,  in  1856,  was  a  failure. 

For  several  years  railroad  men  were  stunned  by  these  blows,  and  further 
efforts  to  better  their  condition  were  not  openly  attempted.  But  while  not  a 
ripple  appeared  on  the  surface,  considerable  agitation  existed  among  the  more 
intellectual  class  of  those  who  earned  a  livelihood  in  the  employ  of  the  railroads. 

In  April,  thirty-seven  years  ago,  a  few  engineers  in  the  employ  of  the  Michi- 
gan (entral  Railroad  decided  to  form  an  association  to  promote  the  welfare  and 
interest  of  their  calling  and  elevate  their  standing  and  character  as  men.  These 
nu'u  represented  the  best  element  of  the  engineers  of  the  Michigan  Central  at 
that  time,  and  fired  with  zeal  for  the  betterment  of  their  conditions  as  workmen, 
they  met  at  the  home  of  one  of  their  number  in  Marshall,  Michigan,  where  they 
deliberated  and  discussed  re.garding  the  best  course  to  pursue  to  obtain  their 
object.  The  result  of  their  meeting  was  the  issuing  of  an  invitation  to  engineers 
em])loye(l  U|)nn  other  roads  to  meet  in  Detroit,  Alichigan,  on  Mav  5,  1863. 

11. '1 


114  ERIE    RAILWAY    EDITION. 

Ten  delegates  responded  to  the  invitation,  and  together  witli  several  engineers 
living  in  Detroit,  a  constitution  and  by-laws  were  drawn  up  embodying  what 
are  now  the  fundamental  principles  of  the  Brotherhood  of  Locomotive  Eng- 
ineers. With  prophetic  foresight  these  delegates  laid  the  foundation  for  one  of 
the  greatest  of  labor  organizations,  formulating  an  obligation  that  has  acted  as  a 
bond  of  union  among  engineers  for  the  past  thirty-seven  years. 

Officers  were  elected,  and  Detroit  Division  No.  i,  Brotherhood  of  the  Foot- 
board, was  launched  as  the  pioneer  in  the  great  work  of  reformation  and  eleva- 
tion of  the  locomotive  engineers  of  this  continent. 

The  idea  of  some  sort  of  a  labor  organization  among  railroad  men  had  been 
gaining  supporters  for  years,  and  now  that  a  central  body  had  been  formed ,  a 
start  made  in  the  right  direction,  the  work  of  organizing  subdivisions  progressed 
rapidly.  The  movement  became  more  than  local,  and  by  August  twelve  divis- 
ions were  formed.  A  call  was  issued  for  each  division  to  send  a  delegate  to 
meet  at  Detroit  on  August  i8  of  that  year,  and  the  result  of  their  deliberations 
was  the  formation  of  the  Grand  National  Division  Brotherhood  of  the  Foot- 
board, and  William  D.  Robinson  was  elected  Grand  Chief  Engineer. 

During  the  first  year  forty-four  subdivisions  were  organized,  and  on  August 
17,  1864,  each  sent  a  representative  to  the  first  national  convention  at  Indian- 
apolis, Indiana.  Having  been  in  existence  a  year,  the  delegates  came  to  the 
convention  with  a  better  understanding  of  the  needs  of  the  order  to  make  it 
more  beneficial  to  the  membership  generally,  and  consequently  many  changes 
and  additions  were  made  to  the  constitution  and  by-laws.  Among  other  things 
the  title  of  the  order  was  changed  to  the  International  Brotherhood  of  Loco- 
motive Engineers,  making  it  international  in  character,  so  that  all  engineers, 
regardless  of  nationality,  would  be  eligible. 

The  convention  held  in  Boston  in  November,  1866,  decided  that  the  interests 
of  the  order  demanded  a  journal  to  be  published  entirely  for  the  benefit  of  those 
who  were  engaged  in  the  profession  of  engineers,  and  accordingly  in  January, 
1867,  a  sixteen-page  paper  appeared  bearing  the  official  insignia  of  the  B.  of  L. 
E.  This  magazine  now  has  112  pages  and  enjoys  a  circulation  of  37,000  copies, 
including  among  its  subscribers  residents  of  Europe  and  India.  It  contains 
valuable  information  for  railroad  men  generally  and  engineers  in  particular, 
besides  giving  a  list  of  all  subdivisions  together  with  the  names  of  officers  and 
the  places  where  they  are  located. 

At  its  very  best  railroading  is  a  hazardous  calling,  and  the  engineer's  position 
is  always  the  most  perilous.  Unfortunate,  unavoidable  accidents  were  con- 
stantly occurring,  and  engineers  in  the  full  tide  of  manhood  were  often  maimed 
or  killed.  The  fraternal  spirit  engendered  by  the  Brotherhood  called  for  a 
sympathy  of  more  practical  benefit  than  resolutions  of  condolence  and  respect, 
and  accordingly  in  December,  1867,  the  Insurance  Order  of  the  B.  of  L.  E.  was 
instituted.  This  association  pays  to  the  heirs  of  deceased  members,  or  to  a 
member  who  is  unfortunate  enough  to  lose  a  hand,  arm,  leg  or  eyesight,  the  full 
amount  of  the  policy  or  policies  held.  Policies  are  written  for  $750,  and  a  mem- 
ber may  carry  as  high  as  six,  making  the  maximum  indemnity  $4,500.  The  cost 
of  carrying  two  policies  of  $750  each  is  from  $23  to  ^2e,  per  year.     Since  the 


AMERICAN    LOCOMOTIVE    ENGINEERS.  115 

inception  of  the  insurance  order  tlie  aggregate  sum  of  $8,56_'.44;  has  been  paid 
to  injured  members  and  heirs  of  those  deceased,  besides  disbursing  from  the 
treasury  of  the  ortler  from  $35,000  to  $40,000  to  the  widows,  orphans  and  needy, 
at  every  convention. 

Many  of  the  divisions  have  a  weekly  indemnity  insurance,  each  having  its 
own  law,  which  vary  in  amount  of  dues  and  indemnitv,  though  the  average  in- 
demnity is  about  $12. 

The  lirotherhood  of  Locomotive  Engineers  is  today  one  of  the  most  suc- 
cessful, and  from  every  standpoint  one  of  the  best  labor  organizations  in  exist- 
ence. From  the  small  beginning  of  a  dozen  members  in  1863  it  has  now  557 
subdivisions  in  the  United  States,  Mexico  and  Canada,  and  its  membership  com- 
prises nine-tenths  of  the  best  locomotive  engineers  of  the  continent. 

Fully  aware  that  danger  besets  the  pathway  of  a  body  that  meddles  with 
politics  and  religion  they  have  held  aloof  from  all  political  organizations  and 
ignored  questions  of  creed  and  race.  Firmly  adhering  to  the  mottoes :  "So- 
briety, Truth,  Justice  and  Morality";  "\'igilance,  not  Violence,"  and  "Do  Unto 
Others  as  Ye  Would  They  Should  Do  Unto  You,  and  so  Fulfill  the  Law,"  they 
have  looked  only  to  the  iiuprovement  and  protection  of  the  locomotive  engineer 
and  his  family. 

One  of  the  most  significant  signs  of  the  wortii  of  the  Brotherhood  is  the 
respect  shown  that  body  by  the  railroads  of  the  continent,  and  foremost  among 
the  number  is  the  Erie.  The  feeling  of  the  Erie  toward  the  order  was  fully 
demonstrated  in  1896  when  the  Brotherhood  held  a  rally  at  Port  Jervis,  the  Erie 
furnishing  free  of  charge  several  special  trains  to  carry  the  engineers  to  that  city, 
while  as  many  officers  of  the  road  as  could  leave  their  posts  of  duty  mingled  with 
the  engineers  and  participated  in  the  exercises  of  the  day. 

The  primary  object  of  the  Brotherhood  was  to  better  the  condition  of  its 
members,  not  only  financially,  but  intellectually  and  morally;  and  in  a  way  it 
acts  as  a  guarantee  association.  In  order  to  become  a  member  an  engineer 
must  run  an  engine  a  year  and  show  conclusively  that  he  is  competent  in  every 
respect ;  he  must  also  be  a  man  of  good  moral  standing  and  temperate  habits. 
When  a  member  of  the  Brotherhood  applies  for  a  situation,  railroad  officials 
have  come  to  rely  on  his  membership  in  the  B.  of  L.  E.  as  a  voucher  for  his 
standing  and  treat  him  accordingly,  for  they  know  that  when  a  member  does  not 
conduct  himself  in  obedience  to  the  regulations  of  his  order,  he  is  promptly 
turned  out  and  his  ofifense  published  among  the  subdivisions  of  the  Brotherhood. 

Speaking  on  this  phase  of  the  subject,  Chief  Engineer  Arthur  said  in  1896: 
"I  wish  to  show  railroad  managers  all  over  the  country  that  we  practice  just 
what  we  preach.  We  expelled  from  our  organization  in  one  year  372  men  for 
intoxication ;  and  I  hold  that  for  any  man  who  will  step  upon  a  locomotive  to 
haul  a  train  freighted  with  human  lives  while  intoxicated,  no  punishment  is  too 
great." 

The  position  of  the  Brotherhood  in  regard  to  strikes  and  the  reduction  of 
wages  is  fully  illustrated  in  Chief  Engineer  Arthur's  address  to  the  engineers  at 
Port  Jervis  in  1896: 

"In  1873  the  country  was  struck  by  a  panic.     .Ml  classes  of  labor  were  re- 


116  ERIE    RAILWAY    EDITION. 

(luced.  In  the  meantime  the  trip  system  had  been  introduced;  men  were  paid 
bv  the  trip.  We  were  called  upon  here  and  there  to  bear  our  share  of  the  burden. 
Whenever  they  could  show  us  that  it  was  necessary  to  retrench  owing  to  the 
general  depression  of  business,  we  willingly  bore  our  share  of  the  burden.  Hav- 
ing occasion  to  call  upon  the  General  Manager  of  the  Iron  Mountain  Railroad, 
he  said  in  course  of  our  conversation :  "Supposing  it  became  necessary  to  re- 
trench owing  to  the  financial  embarrassment  of  the  company  ;  what  advice  would 
vou  give  vour  engineers  if  we  asked  them  to  submit  to  a  reduction  of  ten  per 
cent?'  I  said:  'If  the  company  is  financially  embarrassed  and  it  becomes  neces- 
sary to  retrench,  and  you  conmience  with  the  Superintendent  and  so  on  down,  I 
would  say  to  the  engineers,  "Bear  your  share  of  the  burden";  but  if  you  com- 
mence with  the  poor  laborer  on  the  track  and  stop  when  you  get  to  the  blaster 
Mechanic,  I  would  say  to  the  engineer,  do  not  submit.' 

"We  have  had  strikes  and  we  are  not  ashamed  of  them.  Under  the  same 
circumstances  and  conditions  we  would  repeat  them.  But  I  say  this,  and  say  it 
without  fear  of  truthful  contradiction — I  speak  for  my  own  administration — if 
the  managers  of  the  different  roads  where  we  have  been  called  upon  to  help 
adjust  differences  that  have  arisen,  had  met  us  in  the  same  spirit  with  \vhich  we 
were  willing  to  meet  them,  no  strikes  would  ever  have  occurred ;  l)ut  when  men 
become  so  thev  will  not  listen  to  reason,  then  the  only  hope  of  labor  is  to  resort 
to  coercive  measures  within  the  meaning  of  the  law." 

This  spirit  of  fairness  has  marked  the  dealing  of  the  Brotherhood  with  the 
railroads  of  the  continent,  and  the  confidence  of  railroad  managers  has  been 
heightened  by  the  high  character  of  Chief  Engineer  Arthur  and  other  ofilicials  of 
the  Grand  Division  of  the  Order. 

The  Brotherhood  now  has  contracts  with  107  railroad  companies,  which  num- 
ber includes  nearly  all  the  great  trunk  lines  of  the  country.  These  contracts 
embody  rates  of  pay  and  rules  and  regulations  governing  overtime,  treatment  of 
the  employes  and  for  the  prevention  of  unjust  discharge  or  suspension.  Through 
the  instrumentality  of  this  organized  effort,  the  remuneration  for  services  has 
been  greatly  increased,  overtime  allowances  properly  adjusted,  and  the  character 
of  those  who  comprise  it  elevated  and  educated,  and  peace  and  harmony  main- 
tained between  employer  and  employe. 

For  many  years  the  headciuarters  of  the  Grand  Division  has  been  located  at 
Cleveland,  Ohio,  and  a  recent  convention  decided  to  make  that  city  the  perma- 
nent home  of  the  Grand  Division.  Plans  are  now  vmder  way  for  the  erection  of 
a  handsome  and  costly  building  in  which  will  be  located  the  offices  of  the  Grand 
Officers,  with  lodge  rooms  for  the  different  subdivisions  of  that  city  to  hold 
their  meetings  in. 

It  is  but  natural  that  the  wives  and  daughters  of  the  engineers  should  be  in- 
terested in  the  work  of  the  husbands  and  fathers,  and  this  interest  was  made 
more  manifest  some  years  back  by  the  organization  of  the  Ladies'  Auxiliary  to 
the  Brotherhood  of  Locomotive  Engineers.  The  main  object  of  the  order  is 
social,  but  the  charity  and  relief  work  has  grown  with  the  society  until  now  it 
amounts  to  a  considerable  sum,  while  the  visiting  committees  bring  sunshine  into 
many  a  sorrowing  home. 


AMERICAN    LOCOMOXn^E    ENGIXEERS. 


117 


The  Brotherhood  of  Locomotive  Engineers  has  won  a  high  place  in  the  his- 
tory of  the  century.  It  has  not  only  bettered  the  condition  of  the  engineer  and 
his  family ;  it  has  placed  sober,  reliable  men  on  the  engines  of  our  great  rail- 
roads, brought  harmony  where  discord  prevailed,  and  thus  commerce  and  the 


world  in  general  is  the  better  for  its  existence. 


118 


ERIE    RAILWAY    EDITION. 


P.    M.    ARTHUR, 
Cleveland,    Ohio. 


OFFICERS  B.  OF  L.  E. 


PETER   II.   ARTHUR,   CLEVELAND,   OHIO. 

In  labor  circles  the  world  over  the  name  of  Peter  M. 
Arthur  is  well  known;  while  among  railroad  men,  em- 
ployers and  employes,  he  is  accorded  a  respect  that  in 
many  instances  amounts  almost  to  reverence.  A  man 
of  exemplary  habits,  he  possesses  a  character  that  is 
above  reproach,  and  these,  together  with  his  broad 
intellectuality,  unite  to  make  him  the  grandest  man 
who  has  yet  labored  to  raise  the  standard  of  workmen 
in  any  particular  calling.  The  son  of  Peter  M. 
Arthur,  Sr.,  he  was  born  in  Greenock,  Scotland, 
August  3,  1831.  The  father  emigrated  to  America  in 
1840,  settling  in  New  York  City,  but  a  year  later  died 
at  sea  while  returning  to  Scotland.  The  subject  of  this 
sketch  received  a  common  school  education,  and  then 
for  two  years  worked  as  a  clerk  in  a  wholesale  grocery 
at  Schenectady,  New  York.  C)n  leaving  this  position 
he  was  a  drayman  for  six  months,  beginning  his  rail- 
road career  in  1853  as  a  fireman  on  the  New  York 
Central  Railroad.  He  was  promoted  to  engineer  in 
1855  and  ran  on  freight  between  Albany  and  Utica  until 
February  25.  1874,  and  on  other  runs  until  1861.  in 
which  year  he  was  advanced  to  passenger.  He  con- 
tinued in  this  branch  of  the  service  until  1874,  when 
he  was  elected  Grand  Chief  Engineer  of  the  Inter- 
national Brotherhood  of  Locomotive  Engineers, 
which  office  he  has  held  since,  his  headquarters  being 
at  Cleveland,  Ohio.  On'  November  ir,  1852,  Mr. 
Arthur  was  united  in  marriage  to  Miss  Caroline  Hilde- 
brand,  of  Schenectady,  New  York,  and  three  children 
have  been  born  to  them.  George  M.,  aged  40,  enlisted 
with  the  Cleveland  Grays  during  the  late  war  with 
Spain,  and  is  now  a  paymaster  with  the  rank  of 
major  in  the  United  States  service  in  the  Philippine 
Islands;  Jane  Crawford,  the  only  daughter,  is  the 
wife  of  F.  Haserot,  president  of  the  Haserot  Whole- 
sale Grocery  Company  of  Cleveland;  Charles  B., 
aged  32.  is  married  to  a  daughter  of  Mr.  Sturtevant, 
of  the  Sturtevant  Lumber  Company  of  Cleveland.  The 
liistory  of  Mr.  .\rlh"r's  life  would  make  a  book  in 
itself,  for  during  the  past  twenty-six  years  he  has  been 
at  the  head  of  the  B.  of  L.  E..  and  the  full  history 
of  that  order  during  his  term  of  ofifice  is  his  history, 
as  every  step  upward  made  by  the  B.  of  L.  E.  bears 


the  imprint  of  Mr.  Arthur's  efforts.  He  is  affiliated 
with  Division  167  at  Cleveland,  and  resides  in  a  hand- 
some residence  on  Euclid  avenue,  being  regarded  as 
one  of  the  most  prominent  and  worthy  citizens  of 
that  city. 


A.   B.   YOUNGSON,   MEADVILLE,   PA. 

Owing  to  his  high  official  position  in  the  B.  of  L.  E. 
of  America  A.  B.  Youngson  is  perhaps  the  only  Erie 
engineer  who  has  achieved  a  national  reputation.  He 
was  born  in  Pittsburg,  Pennsylvania.  March  20,  1849, 
and  as  he  left  public  school  at  the  age  of  11  to  go  to 
work,  the  finishing  touches  to  his  education  were  re- 
ceived in  night  schools  while  working  as  a  fireman 
and  engineer.  Entering  the  shops  of  the  Atlantic  & 
Great  Western  in  1862  he  worked  diligently  for  a  year, 
being  advanced  to  fireman  in  November,  1863.  In 
this  capacity  he  served  for  three  years,  receiving  pro- 
motion to  engineer  in  December,  1866.  The  next 
twenty-three  years  were  spent  running  an  engine  in  the 
freight  and  passenger  departments  of  the  Erie  out  of 
.Meadvillc,  his  active  service  ending  in  October,  1889, 
when  he  was  elected  Assistant  Grand  Chief  of  the  B.  of 
L.  E.  of  America,  a  position  he  has  held  for  the  past 
nine  years,  and  is  the  present  incumbent.  Ever  since 
Mr.  Youngson  began  his  railroad  career  he  has  been 
identified  with  the  labor  movement  and  has  always 
been  prominent  in  everything  that  tended  to  the  better- 
ment of  those  who  must  toil  for  a  living.  His  per- 
sonal character  is  above  reproach,  and  this,  coupled 
with  his  devotion  to  the  affairs  of  the  Brotherhood, 
has  won  him  the  esteem  and  confidence  of  the  en- 
gineers throughout  the  country.  With  the  railway  of- 
ficials he  is  on  most  cordial  terms,  for  they  recognize 
in  Mr.  Youngson  a  champion  of  the  Brotherhood  who 
is  earnest,  just  and  honest.  It  is  unnecessary  to  men- 
tion Mr.  Youngson's  standing  as  an  engineer,  his 
record  speaks  of  his  efficiency.  He  was  a  member  of 
the  Mcadville  City  Council  in  1886,  and  is  prominent 
in  Jilasonic  circles,  being  a  member  of  the  Mystic 
Shrine  of  Cleveland,  Ohio.  He  was  Chief  of  Divi- 
sion No.  43,  B.  of  L.  E.,  for  many  years,  and  was 
also   Chairman   of  General   Committee   of  Adjustment 


ll'.t 


120 


ERJE    RAILWAY    EDITION. 


T.    S.    INGRAHAM, 
Cleveland,  Ohio. 


A.   B.    YOUNGSON, 
Cleveland,  Ohio. 


AMERICAN    LOCOMOTIVE    EXGIXEERS. 


121 


of  the  Erie  system  lor  a  number  of  terms.  Mr. 
Yoimgson  was  married  November  i8,  1874,  to  Miss 
Clara  E.  Taylor,  of  Meadville,  who  died  November  4, 
1S94.  Three  children  were  born  to  them,  Loreno. 
William  C.  and  Elizabeth.  Mr.  Voinigson  is  but  in 
the  ascendant  of  his  career  of  usefuhiess,  and  as  a 
ciiampion  of  the  Brotherhood  his  friends  hope  to  see 
him  achieve   even  greater   honors. 


TITUS   S.    INGRAHAM.   CLE\'ELAND.   OHIO. 

Few  men  follow  through  life  the  trade  which  claims 
their  first  youthful  efiforts.  for  as  they  grow  older  they 
realize  that  they  were  "cut  out"  for  something  else; 
and,  while  they  may  make  a  good  living  at  the  work 
they  are  doing,  they  cannot  hope  to  achieve  distinction 
uidess  they  take  up  that  calling  for  which  nature  in- 
tended them.  Titus  S.  Ingraham,  who  was  born  in 
Holyoke,  Massachusetts,  on  March  10,  1835,  is  one 
of  those  who  changed  avocations,  and  changed  for  the 
better.  The  son  of  Titus  Ingraham,  a  contracting  car- 
penter of  Holyoke,  he  attended  school  until  he  was 
I"  years  of  age,  when,  having  acquired  a  fine  educa- 
tion, he  accepted  a  place  in  a  sash,  door  and  blind 
factory  at  Springfield,  Massachusetts,  where  for  five 
years  he  ran  planers,  saws  and  other  machinery,  giv- 
ing the  highest  of  satisfaction  to  his  employers;  but 
still  he  w-as  not  entirely  satisfied  with  his  position.  In 
1857  he  resigned  and  came  west,  taking  a  situation 
as  brakeman  on  the  Wabash  Railroad,  where  he  ran 
between  Lafayette  and  State  Line,  Indiana.  Having 
taken  a  fancy  to  railroad  life,  he  was  transferred  to 
fireman,  in  which  capacity  he  served  but  one  year, 
being  promoted  to  engineer  in  the  spring  of  1859,  thus 
giving  evidence  that  he  had  chosen  correctly  when  he 
decided  to  become  a  railroad  man,  for  his  promotion 
from  fireman  to  engineer  is  one  of  the  quickest  on 
r^-cord,  and  demonstrates  his  remarkable  ability.  For 
the  ensuing  thirteen  years  Mr.  Ingraham  ran  between 
different  terminals  on  the  Wabash,  and  by  his  con- 
servative and  efficient  management  of  trains,  advanced 
to  the  front  rank  of  engineers  of  the  road,  at  the  same 
time  endearing  himself  to  his  fellow  employes  and 
making  lasting  friends  in  the  Brotherhood.  In  1872 
the  management  of  the  Wabash  gave  evidence  of  their 
regard  for  him  by  promoting  him  to  general  foreman 
at  Fort  Wayne,  which  position  he  held  until  October, 
1873.  when  he  was  elected  to  the  office  of  First  Grand 
Engineer  of  the  B.  of  L.  E.,  which  he  has  held  con- 
tinuously for  the  past  twenty-six  years,  and  by  his 
efficient  administration  of  the  affairs  of  that  office  has 
won  the  highest  esteem  of  engineers  all  over  the  coun- 
try. ISIr.  Ingraham  was  married  February  2,  1859,  to 
Miss  Catharine  A.  Smith,  daughter  of  Harvey  Smith, 


.■1  prominent  farmer  and  agent  for  the  Connecticut 
River  Railroad  at  North  Hampton,  Massachusetts. 
Three  children  were  born  to  them,  the  oldest  of  whom 
is  Arthur  H.,  aged  38,  a  furniture  contractor;  Ora  G. 
is  the  wife  of  M.  C.  Collart  of  Cleveland,  and  Edith  M. 
is  married  to  A.  H.  Bailey,  a  wall  paper  manufacturer 
of  Cleveland.  Mrs.  Ingraham  is  a  member  of  the  La- 
dies' Auxiliary  to  the  B.  of  L.  E.,  while  Mr.  Ingraham 
belongs  to  Division  31,  B.  of  L.  E.,  of  Cleveland; 
Lodge  498,  F.  &  A.  M.;  R.  A.  M.,  No.  loi;  Oriental 
Commandery  No.  12,  and  a  life  member  of  Lake  Erie 
Consistory.  He  is  a  genial  and  pleasant  companion, 
retaining  the  friendship  of  all  he  meets,  and  is  one  of 
Cleveland's  best  citizens. 


J.   S.  COFFIN,   FRANKLIN,  PENNSYLVANIA. 

J.  S.  Coftin,  the  subject  of  this  sketch,  though  never 
in  the  employ  of  the  Erie,  was  for  many  years  an  en- 
gineer, and  after  his  location  in  Meadville  in  the  em- 
ploy of  the  Galena  Oil  Company,  has  been  identified 
with  the  Erie  inen  and  is  highly  regarded  by  all.  Mr. 
Coffin  was  born  in  St.  Clair  County,  Michigan,  Feli- 
ruary  17,  1861,  and  at  the  age  of  9  years  he  was  com- 
pelled to  leave  school,  on  account  of  failure  and  illness 
of  his  father,  to  assist  in  caring  for  the  family.  He 
worked  in  the  Northern  Alichigan  pineries  until  he 
was  18  years  of  age,  going  then  to  Western  Michigan, 
where,  in  1879,  he  was  employed  by  the  West  Michi- 
gan Lumber  Company.  In  1880  he  entered  the  shops 
of  the  West  Michigan  Railroad  at  Muskegon,  and 
after  working  two  years,  was  advanced  to  fireman  in 
1883.  In  1885  he  was  promoted  to  engineer,  and  after 
running  two  years  was  dismissed  by  the  company  on 
account  of  a  w-reck  to  his  train.  Two  weeks  later  lie 
had  a  good  run  on  the  Wisconsin  Central  Railroad, 
which  he  held  until  1890,  when  he  was  promoted  to 
General  Road  Foreman  of  Engines.  He  remained  in 
this  capacity  until  June,  1892,  when  he  was  engaged 
as  mechanical  expert  for  the  Galena  Oil  Company. 
In  December,  1896,  he  was  promoted  to  Assistant 
Superintendent  of  the  Mechanical  Expert  Department, 
and  in  July,  1898,  was  made  Manager  of  the  depart- 
ment. Mr.  Coftin  is  now  in  Europe  on  an  extended 
business   trip   for   the    Galena   company. 


GENERAL   CHARLES   MILLER,    FRANKLIN, 
PENNSYLVANIA. 

A  friend  of  humanity  whose  good  deeds  and  phil- 
anthropy have  won  him  a  place  in  the  heart  of  every 
one  who  knows  anything  of  him,  is  General  Charles 
Miller,  of  Franklin,  Pennsylvania.  To  the  cnghieers 
of  the  Erie   Railroad  he  is  an  especial  frieo'l.  his  acts 


122 


ERIE    RAILWAY    EDITION. 


of  benevolence  on  their  behalf  being  many.  When 
Division  No.  43,  B.  of  L.  E.,  was  organized,  the  ni-m- 
bers  honored  their  friend  by  calling  it  the  Charles 
Miller  Lodge.  Born  in  .Alsace,  France,  in  1843,  he 
removed  to  this  country  with  his  f-^thers  family  in 
x8ss,  settling  on  a  farm  near  Boston.  Erie  County, 
New  York.  At  the  age  of  13  he  began  Uis  active  c^ireer 
as  a  clerk  in  a  village  store  at  a  salary  of  $35.00  a 
year,  and  his  board.  Later  he  clerked  in  Buffalo 
for  $175  a  year  and  boarded  himself.  In  1861  he  enlisted 
in  the  New  York  National  Guard,  and  in  1863  he  was 
mustered  in  the  volunteer  service  of  the  United  States, 
and  served  until  near  the  close  of  the  Civil  War.  On  his 
return  from  active  service  in  the  army,  he  was  married 
to  Miss  Ann  Adelaide  Sibley,  eldest  child  of  Dr.  Jos- 
eph C.  Sibley,  of  Springfield,  New  York.  In  1864  he 
commenced  business  in  the  store  in  which  he  was  first 
employed  as  a  clerk,  on  a  capital  of  $200.00,  which  he 
had  saved  from  his  earnings  and  an  additional  sum 
of  $2,000.00,  which  he  borrowed  from  his  father-in- 
law.  Dr.  Sibley.  In  1866  he  disposed  of  his  store  and 
moved  to  Franklin,  Pennsylvania,  where  he  formed  a 
partnership  with  Mr.  John  Coon,  late  of  Bufifalo,  New 
York,  and  they  carried  on  a  large  dry-goods  business 
until  1869,  when  they  purchased  a  lubricating  oil 
plant  and  the  patent  for  the  product  of  their  works. 
The  store  was  closed  out  at  a  heavy  loss,  and  soon 
afterwards  their  oil  works  burned  down.  Thereupon 
new  partners  were  taken  in.  and  in  1878  the  business 
was  reorganized  as  the  Galena  Oil  Works,  Limited. 
In  1897  it  was  reorganized  as  the  Galena  Oil  Com- 
pany. Besides  being  president  of  the  Galena  Oil  Com- 
pany, General  jNIiller  is  president  of  the  Toledo,  St. 
Louis  &  Kansas  City  Railway  company,  besides 
being  officially  connected  with  varied  interests  ex- 
tending to  eight  states  of  the  Union.  In  1889  Gen- 
era! Miller  established  a  free  night  school,  which  is 
known  as  the  Charles  Miller  Night  School.  This 
school  was  established  for  the  benefit  of  men  who 
desired  an  education  and  j'et  could  only  devote  their 
nights    to    study.     An    efficient    and    capable    corps    of 


teachers  is  employed  and  the  school  is  open  for  nine 
months  of  the  year,  at  an  expense  of  several  thou- 
sand dollars  annually,  which  expense  is  borne  by  Gen- 
eral Miller  solely.  General  Miller  is  a  Baptist,  and 
assisted  largely  in  the  organization  of  the  First  Bap- 
tis*  Church  of  Franklin.  He  has  been  superintendent 
of  the  Sunday  school  of  his  church  for  twenty-five 
years.  The  school  numbers  850  scholars,  including 
the  Charles  Miller  Bible  Class  of  300  men.  General 
?>Iiller  makes  an  effort  to  be  with  his  school  and  class 
every  Sabbath  of  the  year,  and  frequently  arrives  at 
home  by  special  train  Sunday  morning  rather  than 
to  disappoint  his  people.  General  Miller  was  for 
many  years  President  of  the  Northwestern  Association, 
Department  of  Pennsylvania,  G.  A.  R.,  and  is  and  has 
been  for  a  number  of  years  Commander  of  W.  B. 
Mays  Post,  220,  of  Franklin,  Pennsylvania.  He  was 
commissioned  Major  and  Ordnance  Officer  of  the  Sec- 
ond Brigade,  N.  G.  P.,  by  General  Beaver,  when  the 
latter  was  Governor  of  Pennsylvania.  He  was  sub- 
seq'iemly.  Assistant  Adjutant-General  of  the  same 
Brigade,  and  when  General  John  A.  Wiley  resigned 
the  command,  to  enter  the  service  of  the  United  States 
during  the  war  with  Spain,  General  Miller  was  com- 
missioned Brigadier-General  and  assigned  to  the  com- 
mand of  the  Second  Brigade.  He  travels  on  an  aver- 
age five  days  in  a  week,  and  60,000  miles  a  year,  his 
trips  extending  to  all  parts  of  the  United  States  and 
to  Canada  and  Mexico.  He  is  fond  of  horses  and  is 
the  senior  partner  in  the  celebrated  stock  farm  of  Mil- 
ler &  Sibley,  known  as  Prospect  Hill  Stock  Farm. 
General  Miller  is  universally  loved  and  honored  where- 
ever  he  goes  and  by  all  who  know  him.  Deeds  of 
charity  and  practical  Christianity  are  dominant  traits 
of  his  character,  which  are  manifested  in  his  everyday 
life;  and  therefore  everyone  is  glad  that  his  business 
ventures  have  yielded  such  handsome  returns,  for  of 
his  plenty  lie  gives  unstintedly  to  the  needy  or  un- 
fortunate, and  many  a  young  man  is  indebted  for  his 
start  in  life  to  the  generosity  and  greatheartedness  of 
General   Charles  Miller,  of  Franklin,   Pennsj-lvania. 


AMERICAN    LOCOMOTIVH    ENGINEERS. 


123 


J.    S.   COFFIN, 
Franklin,  Pennsylvania. 


GEN.  CHARLES  MILLER, 
Franklin,  Pennsylvania. 


124  ERIE    RAILWAY    EDITION. 


•6UB  DIVISIONS" 


OF 


BROTHERHOOD  Of  LOCOMOTIVE  ENGINEERS 

Located  on  the  Erie  and  Chicago  &  Erie  R.  R. 


Bradford  Division,  No.  2S0.— Bradford,  Pa. 
Buffalo  Division,  No.  15.— Buffalo,  N.  Y. 
Geo.  W.  West  Division,  No.  468.— Carbondale,  Pa. 
Chicag-o  Lake  Division,  No.  302.— Chicag-o,  111. 
Cleveland  Devereux  Division,  No.  167.— Cleveland,  O. 
Galion  Division,  No.  16.— Gallon,  O. 
Hornellsville  Division  No.  47.— Hornellsville,  N.  Y. 
Huntington  Division,  No.  221.— Huntington,  Ind. 
Jersey  City  Hudson  Division,  No.  135.— Jersey  City,  N.  J. 
Meadville,  Chas.  Miller  Lodge,  No.  43.— MeadviUe,  Pa. 
Port  Jervis  Division,  No.  54.— Port  Jervis,  N.  Y. 
Susquehanna  Division,  No.  137.— Susquehanna,  Pa. 
Friendship  Division,  No.  32').— Youngstown,  O. 


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Rosters  of  Brotherhood  of  Locomotive  Engineers. 


i 


Acker,  F.  D. 
Alger,  C.   H, 
Barnes,   C.  W. 
Bothrick,  H.  E. 
Boom,  S.  W. 
Crosby,  W.  T. 
Clough,  G,  P. 
Donovan,  J. 
Davis,  C.  N. 
Fox,  A.  W. 
Hickson,  F.  W. 


BRADFORD  DIVISION    280. 
Bradford,    Pa. 

Hemphill,  E.  M. 
Hoadley,  H,  C. 
Irwin,  S. 
Johnson,   J.    G. 
Knight,  L,  C. 
l-ovelace,  G.  E. 
Nelson,  M.  W. 
Parker,   G.    S. 
Palmer,   C.   F. 
Roberts,  J.   H. 


Roberts,   G.   R. 
Sanborn,  C.  H. 
Smith,   B.  A. 
Spyke,    H. 
Swanson,   C.  J. 
Smith,   S.    N. 
Totten,  S.   G. 
Williams,    H.   W. 

Deceased  members- 
Ruckle,    W.    R. 


i 


G.  W.  WEST  DIVISION  468. 
Carbondale,  Pa. 


Barry,  J.   M. 
Craft.   R.  A. 
Craft,   D. 
Gritman,  S.  S. 
Gould,   J. 
Hyatt,  Wallace 


Hudson,   Oscar 
Ihlefeldt,  A. 
Aladisian,   D. 
Myers,  M. 
Morgan,    D. 
Norris,   J.   A. 


Re.q;an,  E. 
Smith,  C.  W. 
Schemerhorn,  J.  D. 
Tierney,  J.   J. 
Wolcott,  Wm. 


LAKE  DIVISION  302. 
Chicago,    111. 


Annon,  D.  B. 
Bodley,  George 
Berge,  Lewis 
Corbett,   James 
Caughey,  George 


Curran,  Wm. 
Folland,    R. 
Helm,    William 
McFarland,   Alex. 


McNeil,   Robert 
Murphy,    Thomas 
Phillips,  James 
Webb,   B.   H. 


DEVEREUX  DIVISION  167. 
Cleveland,    Ohio. 


Dykes,  Wm.* 
Dean,   F.  M.* 
Dill,   C.   H.* 
Davis,   G.* 


Davis,   E.   D.* 
Dunn,   W.    C* 
Desilvey,   J.    B. 
Diehl,   P.   A.* 


Foster,  F.  G.* 
Fleet,   Wm.* 
Forester,  W.   C: 
Forbes,  M.   L.* 


126 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


127 


DEVEREUX   DI\-ISIOX   167— Continued. 


Farrell,    F.* 
Futch,  W.  E.* 
Farrell,  J.* 
Frctter,   F. 
Gerlach,  C* 
Gass.   W.    H.* 
Arthur,  P.  M. 
Anderson,   J.* 
Barbian,  J. 
Bissell,   A.    B.* 
Burrows,   E.   C* 
Baldwin.  A.   C* 
Bosworth,  C* 
Rails,  Wm. 
Blakeley,   Wm. 
Corlett,  S.  G.* 
Callahan.  T.* 
Class.  E.  H.* 
Cuyler,  T.   B. 
Cratty,   W.   A. 
Coughlin,  J.* 
Gleich,   F. 
Green,  F.* 
Gore,   F.* 


Heckling,   H.* 
Jolley,  Wm. 
Kerr,  J.   M.* 
Karnes,   E.   E.* 
Klaszye,  Geo. 
Larkin.  H.* 
Larkin,  A.* 
Linehani,  Con* 
Linehani,   Wm.* 
Luce,  W.  E.* 
Loveland,   L.* 
Lane,  J.   B.* 
Lindsay,  C.   AL* 
McMahon,   J.* 
McNeill.  J.  J.* 
Mooney,  W.  C* 
Martin.  Geo. 
Peaters,   F.    B.* 
Pearson,    R.* 
Proudfoot,   G. 
Proudfoot,   R. 
Prosser,  Wni. 
Quayle.  N.   E.* 
Quinlan,   R.* 


Ripley,   H.* 
Redmond,  J.* 
Rogers,   0.* 
Rogers,  J.* 
Rathbun,  A.   H.* 
Rock,    Wm. 
Robinson,   W. 
Reynolds,   J. 
Shane,    R.    M.* 
Symonds,   Chas.* 
Sadlier,  J.   C* 
Simpson,  J.   H.* 
Stoskopf,   E.* 
Sill,   Wm. 
Spiedlc.   Joe 
Sherman,   A.   G. 
Terhune,  J.  M.* 
Ulery,  C.  A.* 
Whelan,   B.  C* 
Wilson,   H.  J.* 
Will,   C* 
Wilson,   J.   T.* 
Wright,   S.   W. 


*Erie  Engineer. 


DIVISION   16. 
Gallon,  Ohio. 


Armstrong.  W.   C. 
Aungst,    F.    F. 
Allen,    Chas. 
Ball,  Geo.  W. 
Ball,  A.   W. 
Ball,  James 
Barnum,   R.   A. 
Brewster,  W.   R. 
Bryan,  A.   G. 
Bryan,   E.  A. 
Brooks,  Joe 
Blocker,    E.   S. 
Cunningham.  H.  C. 
Cook.  W.  I. 
Casey,    George 
Cooper,  W.  D. 
Church.   C.   C. 
Cooper.  J.  J. 
Cohan,  James 
Carr.  J.   C. 
Crumb,   G.    B. 


Cook,   F.  A. 
Clifford,   C.  J. 
Cronewert,  J.   H. 
Doty,  J.  H. 
Daze,  Wm. 
Douglas,  Jas. 
Drae,   D.  T. 
Daze,  J.  J. 
Dice,  John 
Dando,  J. 
Douglas,   Sam. 
Davidson,    Alex 
Didaj',  John 
Eason.   Chas. 
Eusey,  J.  A. 
Fluent.  Frank 
Fralick,   E.   H. 
Felsinger,  George 
Freey,  James 
Green,   F.   C. 
Grotz,    Chas. 


Gurley,    E.   A. 
Green,  M.  V. 
Griffith,  E.  W. 
Glynn,  James 
Gledhill,    Thomas 
Gerhart,  Aug. 
Green,   T.   B. 
Henkel,    Chas. 
Hotzworth.  Chas. 
Hoffman.   Isaac 
Hall.   C.   F. 
Haynes,  John 
Hussey,  T-  T- 
Haley,  John 
Haley,  T. 
Humberger,   E.    L. 
Houghton,  J.  M. 
Iredell,    Chas. 
Jones,  Sam. 
Jones,  Ed. 
Jourdan,  L.  J. 


128 


ERIE    RAILWAY    EDITION. 


DIVISION   i6— Continued. 


Kavanaugh,  Ed. 
Kidder,   Frank 
Keller,    Fred 
Kelso,  E.  S. 
Lathrop,   Wm. 
Linnell,  S.   S. 
Murphy,   J.    M. 
Murray,  H.   E. 
Meuser,   P. 
Morrison,   D. 
Meuser,  John 
McClelland,   W.   F. 
McClelland,   Andy 
McNeff,   P. 
McDargh,  Wm. 
Miller,  B.  W. 
Murphy,  J.   B. 
Mackey,    Henry 
Morrison,   L.  W. 


Maynard,   R. 
Niles,   T.  T. 
O'Connell,   Dan. 
Parkinson,   Ed. 
Pinkney,  J.  T. 
Pinkney,   Chas. 
Robinson,  W.  H. 
Russell,  J. 
Riester,  W. 
Roberts.  E.  A. 
Roberts,  E.   R. 
Richards,  W.   G. 
Richards,   L.   M. 
Raw,  D.  F. 
Ricksicker.  U.  A. 
Shaw.  H.  S. 
Showalter,   A.   C. 
Shade,  W.  R. 
Smith,  F.  E. 


Shanck,    C.    F. 
Skelton,  Thomas 
Tracht,  F.   E. 
Tracey,  L.  M. 
Thompson,   M.    P. 
Thompson,  F.  H. 
Thompson,    Frank 
Thomas,  W.   P. 
VanKenel,   John 
Walters,  C.  D. 
Wilson,  Thomas 
Williams,  S.  G. 
Walker,  W.  A. 
Wemple.  J. 
Winegar.  J.   C. 
Wigman,   H. 
Walker,  J.  F. 
Wellings,  F.  J. 


Deceased  Members. 


Armstrong.  J.  W. 
Auckerman,  Peter 
Baldinger,  C. 
Botham,   Mat. 
Bull,  J.  C 
Day,  F.  A. 
Dice,  J.  E. 
Dusenburg,  George 
Ferrier,  Dave 
Logan,  A.   W. 


Flagle,   Ike 
Helfrick,  J.  P. 
Hunnington.  Z. 
Golladay,  John 
Graham.  A.   C. 
Gregg,  N.  W. 
Kingsbury,   L.   F. 
Lee,  John 
Myers,   Samuel 


Poor,  R.  D. 
Quayle.  J.   P. 
Sperry.   Mell. 
Regan.   D.   F. 
Reynolds,  John 
Ross,    George 
Washner,  Ed. 
Wemple,  W.  E. 
Williamson,  Chas. 


DIVISION    47- 
Hornellsvillc.  N.   V. 


Allen,   C.   N. 
Allen,    H. 
Almy,  W. 
Aular,  Geo.  W. 
Bagley,  D. 
Bolton,    E. 
Bennett,  N.  A. 
Bernard,  J. 
Brown,  E.  W. 
Badgley,    G.    A. 
Broderick,  P.  J. 
Butler,  J. 
Barnes,  J.  C.  (H) 


Brace,   J.    R. 
Brink,  E.  A. 
Blake,  F.  E. 
Burk,  W. 
Cooper,  G.   B. 
Currier,  J. 
Clarke,  T.  C. 
Chapman,  J.  K. 
Conlon,   J.    T. 
Craig,   W.    H. 
Clark,  W. 
Cook,    C.    G. 
Doty,  A.  C. 


Dewey.    M. 
Dore,  A.   S. 
Delevergne,  C.  (H) 
De  Groah,  C.  F. 
Dore,  C.  A.  (H) 
DeLaney.  W. 
Elliott.  A.  E. 
Edwards.   H. 
Frank,  A. 
Fisher.  A. 
Fletcher,  G. 
Gould,    P.    K. 
Gridley,    H.    N. 


AMERICAN    LOCOMOTIVE    ENGINEERS. 
DIVISION    47— Contimicd. 


129 


Gartside,   F. 
Granger,  A.   S. 
Gahagan,  J.  J. 
Gartside,   T.    (H) 
Granger,  J.   H. 
Gillett,  J.   D. 
Goss,  A.  D. 
Hoag,   O.    P. 
Hamilton,  F.  F. 
Haynes,  J. 
riickey,  T.   F. 
Higgins,  L.  S. 
Hughes,  R. 
Hebe,   F. 
Hoffman,  S.  W. 
Hogan,   J.    C. 
Haire,   J. 
Howard,   L.   T. 
Hobert,   C.   G.    (H) 
Helmer,  A.   P. 
Helmer,   H.   L. 
Hurd,  W.   H. 
Huff,  Geo. 
Hendee,   M.   S. 
Haynes,  H.  S. 
Hogan,  T.  J. 
Hickey.    P. 
Hood,    W. 
Hunt,  C.  (H) 
Harris,  S. 
Holmes,  C.  A. 
Jones,  T.  D. 


Jones,  Ira 
Jones,  H.  C. 
Judd,  A.  N. 
Knight,  J. 
Kilcy,   M.  J. 
Kiley,  W.  N. 
Kane,  T.  F. 
Lynch,  T. 
Lynch,  M.  A. 
Langworthy,  O.  E. 
Lewis,  G.  A. 
Lamphere,  J.  R. 
Mason,   S.   E. 
Mclntire.  P.  (H) 
Martin,   \V.   R. 
Mills,  J.   C. 
Mattison,  W.  G. 
Miller,   S.   F. 
McCarty,    M. 
McElwell,   W.  T. 
AIcGill,  W.   H. 
Mersereau,   M. 
Norman,  H. 
New,    C.    E. 
Niles,    D.    S. 
Ncenan,  T. 
Oaks,    J.    A. 
Plummcr,   H.  W. 
Purcell,  T. 
Pratt,  C.   H. 
Preston,  H.   G. 
Potter,  D.  F. 


Pease,  C.  C. 
Pomcroy,  F.   F. 
Palmer,   W.   J. 
Perkins,    W. 
Putney,  J.  M. 
Potter,  C.  K. 
Rogers,  W.   L. 
Rogers,   C.   \V. 
Regan,  J. 
Richardson,   J. 
Reed,  E.   L. 
Randolph,  V.  C. 
Redfield,  G.   C. 
Stephens,    E. 
Storms,  W.   H. 
Sampson,    P.    O. 
Smith,    W.    F. 
Smith,  W.  A. 
Smith,   M.   P. 
Sweet,  H.  H. 
Slout,    B.    R. 
Scott.  W.  S. 
Salmon,    C.    F. 
Tice,  L.  E. 
Teets,   U. 
Truesdale,  F. 
Van  Dcmark,  A.  C. 
V^an  Wormcr,  T. 
Vesey,    S. 
Wallace,  W. 
Woolever,    B. 
Welch,  T.  D. 


Officers. 


M.  Dewey,  C.  E. 
D.  Bagley,  F.  E. 
V.  Teets,  S.  E. 


\V.    R.    Martin,   F.  A.   E. 
J.    Knight,   S.   A.   E. 
T.  J.  Hogan,  T.  A.  E. 


F.    F.    Hamilton,    (luide. 
Willis  Almy,  Sec.  Ins. 
William  Hood,  Journal  Agt. 


HUNTINGTON  DIVISION  221. 
Huntington,  Ind. 


Ackley,  A.  C. 
Baker.  Wni.  B. 
Beaver,  A. 
Bartlett,    Lawrence 
Barnes.    L.    L. 
Bush,  Geo. 
Brown,  Geo. 
Briney,   James 


Biddle,  Geo. 
Blocker,   E.  S. 
Burns,  A. 
Butler,  C. 
Bennett,   Homer 
Baumgardner,  Fred 
Burnison,  A. 
Bccching,   Henry 


Boone,  A. 
Collins,  A.  E. 
Crow,  A.  D. 
Connon,  S.  F. 
Cook,  T.  H. 
Clark,    R.    E. 
Cavanaugh,  Jno. 
Carhart,  Thos. 


130 


ERIE    RAILWAY    EDITION. 


HUNTINGTON    DIVISION    221— Continued. 


Cull,    Jno. 
Cox,  Wm. 
Cline,  C.  J. 
Demuth,   L. 
Davis,  Guy 
Darr,  Jno. 
Davison,  W.  E. 
Doty,  J.  H. 
Dickinson,   R.  J. 
Dorsey,  J.  J. 
Esson,  J.  R. 
Eckenroad,  J. 
Emmerson,   A. 
Fetters,  Wm. 
Fitch,   H.   H. 
Fields,  W.  T. 
Foley,  Jno. 
Grass,  Joseph 
Guest,   L.   C. 
Gregory,    H. 
Gray,   H. 
Guy,  Wm. 
Hammond,   C. 
Hale,  J.  M. 
Hoover,  J. 
Holmes,   J.    C. 


Harrington,   Chas. 
Horn,  Geo. 
James,  A.  D. 
Kehler,  Geo. 
Kelley,  W.  S. 
Ketchem,  L.  W. 
Lee,  F. 

McGrew,   Wm. 
McLaughlin,  G.  D. 
McClure,  Wm. 
Mcllvain,  Thomas 
Murphy,  R. 
Myers,   B. 
Moorhouse,  D. 
Marston,  Geo. 
Menish,   Geo. 
Miller,  B.  J. 
Mast,   M. 
Newbright,   H. 
O'Connors,    B, 
O'Brien,    L 
Phillips,  C. 
Penfield,  A.   P. 
Pemlett,  H. 
Plumb,   Ed. 


Ream.  Henry 
Riley,    F. 
Sivers,  W.  E. 
Swart,    A.    M. 
Shaw,  R.  M. 
Slusser,  J.   F. 
Sweetland.   L. 
Shurtliff,  W. 
Shindler,  Jno. 
Smitli,  James 
Slusser,    Wm. 
Skidmore.   H. 
Shafer,  J. 
Truman,   L.   F. 
Turner,   A. 
Thornton.  Ed. 
Turner,    Amos 
Wheeler,    Chas. 
Walknitz,   Wm. 
Wilber,   M.   W. 
Welch,   W.  J. 
Wonderly,    Jno. 
Wyman,  C.  E. 
Wright,   C.    H. 
Wilson,    Chas. 


Deceased  Members. 


Edwards,  Henry 
Faber,  Louis 
Fredericks,  D.  M. 
Hale,  S.  T. 


Lyon,  C.  W. 
Marston,  Wm. 
Moore,  J.  J. 
Petterson,  Geo. 


Rosenbaum,  F.  A. 
Shattuck,  D.  J. 
Vandevandcr,  M.  M. 
Wilson,  J.    R. 


HUDSON  DIVISION  1.35. 
Jersey  City,  N.  J. 


Auryansen,  A. 
Ackerman,  Jas. 
Anthony,  B. 
Bond,  S. 
Banta,   C. 
Brown,    W.    H. 
Barnes,  Geo. 
Bunnell,   W.    H. 
Black,    E.    D. 
Blanch,  W.   R. 
Carlough,   H.    L. 
Cox,    E.    H. 


Conklin,   Ed. 
Conklin,  L. 
Campbell,  S. 
Cole,   I. 
Clark,  S.  S. 
Clark,    C.    L. 
Compton,  R. 
Cutler,  O.  W. 
Corven,  Geo. 
Doremus,   I. 
Duffy,  Thos. 
Demorest,  Jno. 


Davis,   O.   A. 
Dexherman,  H. 
Eldredge,   F. 
Earle,  Jno. 
Evans,  S. 
Erichs,  H. 
French,   W. 
Fruland,   H.    M. 
Foster,  Jno. 
Fraiser,  Chas. 
Goode,  L. 
Gordon,   Geo. 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


131 


HUDSON   DIVISION    135— Continued. 


George,  C.  W. 
Guthercold,  Geo. 
Garrison,  Ira 
Hunt.    L. 
Helmke,  A.  H. 
Higion,   Robt. 
Howard,   C. 
Hicks,  Ed. 
Hopper,  Jno. 
Hasbrouck,  I. 
Johnson,  J.  W. 
Johnson,  Albert 
Johnson,  W.  A. 
Johnson,  J.  J. 
Kent,  J.  W. 
King.  T,  A. 
Kelly,   J.   J. 


Keisler,    A. 
Kenncy,  Geo. 
Lewis,  W.  L. 
Morris,   Geo. 
Merritt,  Geo. 
Meade,    Ira 
Mandeville,   F. 
Muirhill,  Jas. 
McGilry,   C.   H. 
McKcnnon,    Geo. 
McFail,  Jas. 
Nicholson,  Geo. 
Onderdonk,   Geo. 
Quackenbush,  Jas. 
Regan,    W.    S. 
Ronk,  J.  B. 
Rounds,  M.   M. 


Richards,  W. 
Rogers,   C. 
Stansbury,    I. 
Shriner,    C. 
Shriner,   D. 
Sullivan,  Jno.   I 
Smalley,  F.  VV. 
Tuma,   F. 
Van  Noy,  A. 
Van   Orden,   J. 
Voorhis,  G.  A. 
Voorhis,    C. 
Waterbury,  L. 
Wood,  James 
Wood,  W.  I. 
Wilde,  Jas. 


Officers. 


Geo.  H.  Conklin,  F.  A.  E. 
\V.  Dooley,  S.  A.  E. 
Jno.  Passells,   F.   E. 


B.   L.  Scribner,   Guide. 
Ed.  Kent,  C.  E. 


Geo.  Nichalson,  T.  E. 
S.  Saunders,  S.  E. 


Deceased  Members. 


Baldwin,  S. 
Bogart.   Jno. 
Bates,  M.  L. 
Cookson,  Jas. 
Carrell,   W. 


Davis,  R.  Y. 
Kemper,   D.   S. 
Ronk,   S.   W. 
Singler,  T. 


Sarvcnt,   J.    N. 
Sarvent,  A.  T. 
Shaffer,  M. 
Titus,  Jno. 


CHAS.   MILLER  LODGE  43. 
Meadville,  Pa. 


Adsit,  W.  H. 
Atwood,  D.  B. 
Boyles,   E.   C. 
Barry,   J. 
Boyles,  J.  C. 
Byers,  W.  R. 
Brunnett,  J.  F. 
Brink,  P.  H. 
Baker,  J.  R. 
Baker,    J.    M. 
Barry,    W. 
Britton,  S. 
Benson,  G. 
Brown,   C.   W. 


Brown,  C.  K. 
Brown,    H.    D. 
Brown,    F. 
Brown,    P.    F. 
Bruner,  J.   F. 
Beatty,   J.    W. 
Burgess,    E. 
Collins,   J. 
Collins,  M.  D. 
Carskadden,  A. 
Clancy,  J. 
Catlin,   A.    L. 
Curtiss,   W.   C. 
Cook,   S.  A. 


Christie,   E.   M. 
Cummings,    H. 
Cochrane,   S. 
Cobb,  L.  J. 
Caldwell,  J.  F. 
Devore,    E.    B. 
Donlin,    M.    H. 
Dunbar,   C. 
Dunbar,  W.   B. 
Devirs,  J.  H. 
Emerick,  W.  F. 
Eckart,    P.    J. 
Finch,   Geo. 
Fairnian,  G.  H. 


132 


ERIE    RAILWAY    EDITION. 


CHAS.   .MILLER  LODGE  43— Contiimed 


Gronnel,  J.  F. 
Green,  W.  H. 
Gaskill.  I.  S. 
Graham.  W.  H. 
Gaskill,  D.  B. 
Howe,    Millard 
Hudson.   J. 
Heckman,    A. 
Hulme,    S. 
Hagen,  O. 
Howe,  Warner 
Hotson,  T. 
Haney.  W.  J. 
Jones,  E. 
Johnson,   N. 
Kohler,  A.  H. 
Kebort,  G. 
Knoblovv,  P. 
Kendall,  E. 
Lafaver,  F.  F. 
Lamb,  A.  A. 
Luce,   B. 
McNamara,  D. 
McDowell,  J. 
McKee,  J. 
McCloskey,  C.  A. 
Morrison,   P.   E. 
Maybee,   H.   P. 
Mitchell,   C.   H. 


Mitchell,   S. 
Murray,   W.   S. 
Maybee,  N.   H. 
Miller,   B.  F. 
Neal,  F.  H. 
Nutting,  S.  D. 
Newberry,   W.   C. 
Nichols,  F.  H. 
Neal,   C.  J. 
Nichols,  W.  E. 
O'Brien,    P. 
Pendergast,  J.   P. 
Powell,  M. 
Potter,  A.  B. 
Prenatt,  H.  J. 
Quick,  A.  J. 
Quick,  Jas. 
Ross,  L.  D. 
Roser,  J. 
Roberts,  W. 
Stearne,  G. 
Stearns.  L. 
See,  W.   H. 
Stenger,  J.  J. 
Smock,   T. 
Schell,    C.   J. 
Slater,  A.  C. 
Schissler.  J. 
Stenger,   A.   T. 


See,  A.   F. 
Snearline,   G. 
Shunk,   W.   D. 
Sherwood,  W.   F. 
Slater,    A.    M. 
Sweetman.   C.   H. 
Spofford.   C.   M. 
Shurtliff,   F. 
Sweetman,   W.   B. 
Storey,  S.   H. 
Trace,   F. 
Trace,  E.  E. 
Van   Norden,    C. 
Wheeler.   J.    F. 
Williamson.   L. 
Wilh'ams.  J.  A. 
Willets,   D.    N. 
Whipple,  S.  J. 
Wassum,   E.   C. 
Wyman,  M.  F. 
Winegar,  G. 
Winegar,    C. 
Wilkes,    L. 
Whipple,  W. 
Wilson,  J.  M. 
Youts,  H. 
Youngson.  A.  B 
Zeigler,  Wm. 


Deceased  Members. 


Allen,   H. 
Armstrong.  G.  W. 
Arnold,  R.  M. 
Cummings.    W. 
Coons,  H.  H. 
Davis,   S. 
Davis,  D.   F. 
Everett,   G.   W. 


Eiseman,  Chas. 
Fessenden,  C.  P. 
Fessenden,  B.  W. 
Freeman.  H.  M. 
Googe,  W. 
Hanratty,  J. 
Luke.   O.   H. 
Maxwell,  W.  H. 


Mitchell,   Joe. 
Mushrush,   G.  W. 
Nichole,  Wallace 
Osgood,  L.   M. 
Roschi,    F. 
Swan,   E.   P. 
Terry,   C.   F. 


DIVISION  ■•54-" 
Port  Jervis,  N.  Y. 


Allwood,   Napoleon 
Angle,  Chas.  D. 
Ackley,  H.  F. 
Bell,   Asa 
Bradley,  James 
Branch,  Wm.  J. 


Briginhaw,  Geo.  A. 
Blauvelt,  Isaac 
Baldwin.  J.  M. 
Blizzard,   C.  W. 
Beatty,  M.  J. 
Beatty,  G.  H. 


Brown,    G.   W. 
Brew,   B. 
Brierly,  John 
Burke,  William 
Billman,  Alfred 
Bloker,  L.  F. 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


133 


Dn'ISION    ••54"— Continued. 


Canfield,    W'm.    H. 
Carl,  Abrani  M. 
Canfield,    James 
Canfield,  John 
Clark,  Albert 
Cliflford,  J.   D. 
Carpenter,   J.   J. 
Clark,  S.  C. 
Conn,    Wni, 
Curran,     Wni. 
Cuneen,    Wm. 
Clawson,  Walter  S. 
Corwin,  Frank  D. 
Curtis,  Matthew 
Chambers,  Henry  C. 
Clark,    Christopher   F. 
Caskey,    Clark 
Crissman,  Harry  W. 
Crissman,  John  B. 
Cuneen,  James 
Coleman,  L.  E. 
Carpenter,  Peter 
Duryea,  John  R. 
Davis,   Alfred 
Delaney,  Frank  P. 
Dillon,    Andrew 
Dooley,  James 
Downs,  John 
Dooley,  John 
Downs,  J. 
Drake,  Wm.  H. 
Duley,  John 
Dean,  T.  P. 
Drake,  J.  M. 
De  Wolf,  A. 
Dunning,  Samuel  H. 
Darby,   Thomas 
Duflfy,   M. 
Dwyer,  John 
French,  Wm.  H. 
Ferguson,  John   R. 
Fosdick,   Jolm   D. 
Fox,    Nicholas 
Fitzgibbons,  W.  J. 
Frazee,  Charles  D. 
Fritz,  Michael  F. 
Florence,   Wm. 
Farrell,    M. 
George,  G.  O. 
Gross,  J.  W. 
Goodrich,  Henry  P. 


Gould,  Myron 
Green,  Fred. 
Gardner,  Benjamin 
Halpin,    Fred. 
Heath,   Frank  B. 
Hector,   Willis 
Hector,  W.  H. 
Hulshizer,  Chas.  S. 
Hefner,  Benjamin 
Hammond,   H. 
Holland,  Thos. 
Haggerty,  J.  M. 
Howley,    M.   J. 
Headly,  S.  M. 
Hagen,  James 
Hanners,  C. 
Harding,   E. 
Hedglon,  E.  H. 
Hughes,   William 
Jagger,  Alfred  B. 
Johnson,   Chas.  S. 
Johnson,  George  H. 
Jenkins,  Calvin 
Judkins,  B.  F. 
Kain,   Edward  W. 
Kain,  James  M. 
Karg,   John 
Kelly.  Hubert  A. 
Kelly,  Michael  C. 
Knaub,   John 
Kennedy,   Wm. 
King,    Robert 
Krauss,  C. 
Kttcham,  T. 
Kronk,  A.    C. 
Lawrence,  William   N. 
Lord,   Zillard 
Linley,   Levi 
Luckey,  Sidney  P. 
Luckey,  E.  M. 
Lyons,    James    H. 
Linley,  J.  H. 
Lockwood,  L.  M. 
Lyons,  Henry 
Lamb,   Harvey 
McAllister,  Howard 
McCarrick,  John  G. 
McKim,  Wm.  J. 
Mackin,  James 
Mackrell,   Henry 
IMenner,  Wm.  H. 


Muhlenbrink,  J. 
Mulford,  E. 
Murray,   Geo.   W. 
Mygatt,  Chas. 
IMedrick,  J.   K. 
Morgan,    G.    W. 
Jtlurnen,  INI.  D. 
McHale,  A. 
McNaught,   C.   H. 
Nearpass,  Walter  E. 
Norton,  F.  K. 
Nallin,   P.  J. 
O'Hara,  Artlnir  J. 
Outwin,    Ed. 
O'Malley,    M. 
O'Brien,  James 
Padicn,  Bernard  F. 
Palmer,  Hanford  N. 
Patterson,  Samuel 
Peters,   Edwin   F. 
Page,  Edwin 
Quick,  B.  F. 
Reagan,  Daniel  J. 
Reed,   Edward  T. 
Reeder,  Wm.   H. 
Reilly,   Martin 
Romaine,  Jefiferson  D. 
Rogers,  W.   L. 
Ryan,  Cornelius 
Requa,  Glode 
Ross,  David 
Romaine,  Charles 
Sampson,  Charles  S. 
Skinner,   Robert 
Snyder,  Charles  A. 
Salley,   Edward 
Salley,  James 
Salley,   Peter 
Scalley,   Michael 
Schooner,  Charles  S. 
Schwartz,  Otto  R. 
Shay,  Benjamin 
Shay,  W.  A. 
Sheare,  Charles  C. 
Slocum,  George  P. 
Smith,  George 
Smith,    Grant 
Smith.  J.   L. 
Snyder,  Charles  W. 
Stidd,  Wallace  W. 


134 


ERIE    RAILWAY    EDITION. 


Smith,  A.   W. 
Smith,  W.   H. 
Sullivan,  J. 
Sweeney,  Frank 
Steele,  John 
Springsteen.  James 
Smith,  D.   L. 
Smith,  F.  L. 
Skinner,   E.    M. 
Taft,  Nathaniel 
Taylor,  Edwin  H. 
Taylor,   Robert  J. 
Taylor,  Sextus  E. 


DIVISION  -54"— Continued. 

Terwilliger,   H.   B, 
Turner,  M. 
Uhlman,  Wm. 
Vandervoort,  John  W. 
Van  Gilder,  Horace  J. 
Van  Inwegen,  Edwin 
Van  Inwegen,  B.  H. 
Watts,  Harrison  V. 
Welsh,  John 
Wilkin,  John  D. 
Wilkin,  Joseph  A. 
Winfield,  W.  H. 

Officers. 


Wright.  Lansing  B. 
Walker,  John 
Walsh,  John  P. 
Warner,  Dudley  J. 
Wellman,   Nathan  M, 
Whited,  Renssalaer 
Wilson,  David 
Woods.  John  H. 
Walsh,   B. 
Weigand,  A. 
Westfall,  S.  M. 
Weingartner,  A.  E. 


Charles  A.  Snyder,  Chief  Engineer. 

Hubert  A.  Kelly,  First  Engineer. 

Charles  D.  Frazee,  Second  Engineer. 

Ed.  Salley,  First  Assistant  Engineer. 

Arthur  D.  O'Hara,  Second  Assistant  Engineer. 

John  Sullivan,  Third  Assistant  Engineer. 


Ed.   Salley,   Secretary. 
Myron  Gould,  Chaplain. 
Christopher  Clark,  Guide. 

Chas.  D.  Frazee,  Clark  Caskej',  G.  H.  Johnson,  Trus- 
tees. 


STARRUCCA   DIVISION    137. 
Susquehanna,    Pa. 


Andrews,   S. 
Buckley,  J. 
Buckley,    J.    J. 
Bravo,  J. 
Boyden,  W. 
Boyden,    S.    E. 
Boughten,   F. 
Bliss,  C. 
Ball,   G. 
Cheats,   F. 
Conroy,  J. 
Champion.   T. 
Dunlea.  J. 
Delancy,   A. 
Dunn,  G. 
Franks,    C. 
Furey,  D. 
Feign,  M. 
Fritz,  M.  F. 
Giffin,  J.   B. 
Gaffney,  Jno. 
Ginnivan,   C. 
Hull,  W.  J. 
Holloran,  P. 
Hofifman,  F. 


Raskins,   E. 
Hogan,  M. 
Howell,  H.  N. 
Holloran,  A. 
Horton,  G. 
Harrigan,  P. 
Jordan,  A. 
Kane,   M. 
Kane,  lohn 
King,  J. 
Kinsley,  H. 
King,   M. 
Keating,  S. 

Keyes,  J. 

Lown,   G. 

Leslie,  J. 

Lester,  S. 

Lanning,   P.  J. 

Laughlin,  J.    INI. 

Mills,  J. 

Mygatt,  H.  P. 

Moore,  J. 

Moore,  B.  C. 

Moore,    B.    H. 


McCarthy,    Dan. 
McCauley,  J.  R. 
McCannon.   W. 
McDonald.   D. 
Outwater,  W.  D. 
Oakley,    G. 
O'Dell,  W.  A. 
O'Neil,  J. 
Pettis,  W. 
Ploutz,  R. 

Proctor,  S. 

Pierce,  S. 

Pierce,   F. 

Parsons,  F.  M. 

Pettis,  H.  C, 

Robins,    F. 

Squires,  S. 

Smith,  G. 

Scales,   R. 

Tiffany,  W. 

Vernald,   E. 

Wood,  H.   S. 

Wellman,  N.  W. 

Webb,  L.  A. 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


135 


STARRUCCA  DIVISION  137— Continued. 


Deceased  Members. 


Brown,  George  N. 
Sravo,   C.    L. 
Jiirisch,    C.    .-V. 


Keena,  John 
Kittle,  W.  H. 
Kinsley,   Henry 

FRIENDSHIP  DIVISION  329- 
Youngstown,  Ohio. 


Moore,  J.  K. 
Morgan,  Charles 
Squires,   Frank 


Alexander.  E. 
Brannen,  J.  J. 
Bowker,  C.  \V. 
Bissell,   H.   H. 
Cregan,  J. 
Crcgan,   D. 
Daley.  J. 
Donovon,  J.    B. 
Dill    T. 


Davis,  J.   M. 
Farrell,  J.  E. 
Frack,  C. 
Forney,  W.  H. 
Gerlach,   J. 
Hubler,   A.    E. 
Heinselman,  D. 
Jones,  C.  P. 
Kennedy,   R. 


Lodwick.  W. 
Mulvey,  J. 
Reese,  D. 
Stanfield,  C. 
Shay,  M.  H. 
Vail,  H.  M. 
Welsh,  T. 
Whalen,  J. 


Sketches  and  Portraits  of  Erie  Engineers 


FRANK  D,  ACKER, 
Bradford,   Pennsylvania. 

In  1888  Mr.  C.  V.  Merrick  was  made  superintendent 
at  Bradford  and  the  Bradford  Branch,  then  a  part  of 
the  Western  Division,  was  made  the  Bradford  Divi- 
sion, and  the  men  were  given  their  choice  of  coming 
on  the  new  division  or  staying  on  the  Western  Divi- 
sion. So  many  chose  the  latter  that  there  were  not 
enough  left  to  equip  the  new  division,  and  for  the 
first  time  the  officers  of  the  Erie  were  forced  for  once 
to  forego  their  policy  of  obtaining  all  their  engineers 
by  promotion  from  the  ranks  of  firemen,  and  hired 
some.  Mr.  Acker  was  one  of  the  number  who  re- 
mained on  the  Bradford  Division,  and  he  stands  high 
in  the  estimation  of  his  superiors.  He  was  born  in 
New  Woodstock,  Madison  County,  New  York,  Sep- 
tember 12,  1859,  and  attended  school  there  until  1873, 
when  his  family  moved  to  Hornellsville,  New  York, 
where  he  went  to  work  for  Hon.  Harlo  Hakes  as 
teamster,  and  worked  for  him  until  1882.  He  then 
secured  a  position  as  fireman  on  the  Western  Division 
of  the  Erie,  and  fired  until  January,  1886,  when  he  was 
promoted.  Mr.  Acker  was  married  June  13,  1880,  to 
Miss  Libbie  Ludwig  of  Grove,  Allegany  County,  New 
York.  Four  children  have  been  born  to  them,  two 
of  whom  survive,  Archie  F.,  aged  17,  and  Helen  Shay, 
aged  4  years.  Mr.  Acker  is  a  man  of  fine  appearance, 
being  six  feet  tall  and  weighing  225  pounds.  He  is 
a  member  of  Division  280,  B.  of  L.  E. 


FRANK  ALBRIGHT, 

Buffalo,  New  York. 

In  1843  Michael  Albright  emigrated  to  the  United 
States  and  settled  in  New  York  City,  moving  shortly 
afterward  to  Buffalo,  where  he  engaged  in  the  funiture 
business.  In  this  city  on  August  17,  1858,  Frank  Al- 
bright, son  of  Michael  Albright,  was  born,  and  he  re- 
ceived his  education  in  the  public  schools  of  Buffalo. 
His  first  work  was  that  of  "printer's  devil,"  as  the  ap- 
prentice in  that  trade  is  called.  Mr.  Albright  worked 
three   years   as   a   printer   and   became    an    expert    and 


fast  compositor,  but  abandoned  the  business  to  assist 
his  father  in  his  furniture  store,  where  he  worked  two 
years.  At  the  end  of  this  time  he  decided  to  enter  the 
railroad  business,  and  to  fit  himself  thoroughly  began 
at  the  bottom,  working  a  year  as  a  machinist's  helper 
in  the  Erie  shops.  In  1877  he  secured  a  position  as 
fireman  on  the  Buffalo  &  Jamestown  Railroad — now 
a  branch  of  the  Erie — and  for  four  years  fired  on  local 
freight  between  Buffalo  and  Jamestown.  He  was  pro- 
moted to  engineer  in  1881,  and  for  the  past  eighteen 
years  has  run  an  engine  in  the  freight  service,  now 
pulling  fast  freight  between  Buffalo  and  Bradford. 
On  jNIarch  25,  1885,  Mr.  Albright  was  married  to  Miss 
Annie  Brown,  daughter  of  John  Brown,  a  carpenter  of 
Buffalo.  Mrs.  Albright  is  a  member  of  the  Ladies  of 
the  Maccabees,  the  American  Fraternal  Union,  and  is 
secretary  of  the  Ladies'  Auxiliary  of  the  B.  of  L.  E. 
Mr.  Albright  is  a  member  of  the  American  Fraternal 
Union;  Lodge  458,  I.  O.  O.  F.;  Modesta  Lodge, 
F.  &  A.  M.,  and  B.  of  L.  E.,  Division  No.  15,  having 
held  all  the  offices  in  the  local  lodge  of  the  B.  of  L.  E. 
He  owns  some  valuable  property  in  Buffalo,  and  with 
his  accomplished  wife  is  prominent  in  social  affairs  of 
the    city. 


SETH  ALEXANDER, 

Cleveland,   Ohio. 

One  of  the  oldest  freight  engineers  of  the  lilahoning 
Division  is  Seth  Alexander,  who  was  born  in  Frank- 
lin, Pennsylvania,  July  4,  1853.  He  attended  school 
until  he  was  16  years  of  age,  when  he  entered  the  em- 
ploy of  a  plumber  and  gasfitter  as  an  apprentice.  He 
worked  for  this  firm  three  years  and  as  a  journeyman 
one  year,  when,  in  1873,  he  was  offered  a  position  as 
fireman  on  the  Erie  and  accepted  the  same.  He  fired 
for  six  years,  and  received  his  promotion  to  engineer 
in  October,  1879.  He  was  assigned  to  yard  engine  in 
the  Youngstown  yard,  and  remained  there  two  years, 
being  then  advanced  to  road  work,  pulling  freight 
between  Youngstown  and  Sharpsville.  Four  years 
later  he  was  transferred  to  local  freight  between 
Youngstown   and   Cleveland,   and  a  year  later   he   was 


130 


AMERICAN    LOCOMOTIVE    ENGIXKHRS. 


1P,7 


FRANK  D,  ACKER. 


FRANK  G.  ALBRIGHT. 


138 


ERIE    RAILWAY    EDITION. 


put  on  a  through  freiglit  run,  which  he  still  holds. 
Mr.  Alexander  is  one  of  the  most  efficient  engineers 
of  the  INIahoning  Division,  and  his  careful  judgment 
having  evaded  all  chance  of  accident,  his  record  is 
clear.  He  is  popular  with  his  fellow  workmen  as  well 
as  with  the  officials.  In  October,  1877,  he  was  married 
to  Mary  iNIcNall  of  Youngstown,  who  is  now  deceased. 
Two  children  were  born  to  them,  Gertrude,  aged  20, 
and  Roy,  aged  12,  both  of  whom  reside  with  Mr. 
Alexander's  parents  in  Youngstown,  where  Roy  is  at- 
tending school.  Mr.  Alexander  is  a  member  of  B.  of 
L.  E.,  Division  167,  in  the  aflfairs  of  which  he  takes 
considerable   interest. 


EDGAR    W.    ALEX.\NDER, 

Youngstown,  Ohio. 

Edgar  W.  Alexander  was  born  in  Franklin,  Penn- 
sylvania, September  17,  1851,  and  attended  school  until 
he  was  15  years  of  age.  He  then  secured  a  position  as 
messenger  boy  for  the  Western  Union  Telegraph 
Company,  and  at  the  same  time  worked  for  the  Erie 
Railroad  airing  coaches.  Two  years  later  he  went  to 
work  as  a  gasfitter,  and  served  three  years,  then  going 
to  work  as  a  fireman  on  the  Atlantic  &  Great  Western. 
After  eighteen  months  he  left  to  accept  a  position  as 
engineer  for  a  mining  company,  and  then  followed 
several  dififerent  positions  as  engineer.  He  returned 
to  the  Erie  and  fired  until  April,  1881,  when  he  was 
promoted  to  engineer,  and  has  since  run  an  engine  in 
the  freight  service.  Mr.  Alexander  was  married  Jan- 
uary 22,  1873,  to  Miss  Harriet  S.  Dora,  daughter  of 
Henry  Dora,  of  Youngstown.  He  is  a  member  of 
Lodge  329,  B.  of  L.  E.,  and  is  rated  as  one  of  the 
Erie's  best  engineers. 


CHARLES  H.  ALGER, 

Bradford,   Pennsylvania. 

Charles  H.  Alger  has  been  a  railroad  employe  ever 
since  he  was  old  enough  to  be  placed  on  the  pay  rolls 
of  the  company  and  although  he  is  now  young  in 
years  he  has  had  a  long  and  successful  experience.  He 
was  born  in  Hornellsville,  New  York,  November  28, 
1865,  and  was  a  diligent  student  in  the  public  schools 
of  that  place  until  he  was  13  years  of  age,  when  he 
quit  his  studies  to  accept  a  situation  in  the  Erie  ma- 
chine shops  in  his  native  city.  Three  years  later,  in 
1881,  he  was  advanced  to  fireman  and  for  two  years 
worked  in  that  capacity  on  the  Western  Division, 
returning  to  the  machine  shop,  where  he  worked  until 
1886.  when  he  again  went  firing.  After  firing  two 
years  more  his  ability  and  fidelity  were  rewarded  by 
promotion  to  engineer  on  December  9,  1888.  He  was 
assigned  to  the   Bradford  Division  in  the  freight  ser- 


vice where  he  has  worked  ever  since,  and  by  his 
efficient  work  and  good  judgment  has  won  a  place  of 
merit  in  the  ranks  of  the  engineers  and  the  esteem 
of  his  superiors.  On  October  29,  1891,  he  was  united 
in  marriage  to  Miss  Iilinnie  De  Golier,  an  accom- 
plished young  lady  of  Bradford.  Mr.  Alger  is  a 
member  of  Bradford  Division  No.  280,  B.  of  L.  E., 
and  at  the  present  time  is  on  the  local  board  of  ad- 
justment. 


CHARLES   A.   ALLEN, 
Hornellsville,  New  York. 

Charles  A.  Allen,  a  well  known  and  highly  com- 
petent engineer  of  the  Erie,  was  born  in  Sullivan 
County,  New  York,  on  September  i,  1859,  and  is  the 
son  of  S.  R.  Allen,  a  lawyer  now  residing  at  Ridge- 
land,  Indiana.  Mr.  Allen  secured  a  fine  education,  hav- 
ing studied  in  the  public  schools  until  he  was  19  years 
of  age.  He  began  his  railroad  career  on  October  29, 
1881,  as  a  fireman  on  the  Susciuehanna  Division  of  the 
Erie,  and  after  six  years  of  efficient  service  was  pro- 
moted to  engineer  on  December  i,  1887.  After  run- 
ning a  short  time  he  was  assigned  by  the  Erie  to  haul 
coal  trains  on  the  Lehigh  Valley  Railroad  between 
Wilkesbarre  and  Waverly,  and  after  three  years  of 
this  service  returned  to  running  on  the  Erie,  and  has 
continued  on  freight  since  with  occasional  extra  pas- 
senger duty.  On  September  26,  1883,  Mr.  Allen  was 
married  to  Miss  Lizzie  M.  Harper,  daughter  of  a  prom- 
inent cattle  drover  of  Binghamton.  They  have  two 
charming  daughters.  Pearl,  aged  16,  attending  High 
School,  and  Hazel,  aged  12,  a  pupil  in  the  public 
schools. 


C.  H.  AMEY, 
Hornellsville,  New  York. 

In  1862  C.  H.  Amey  enlisted  in  Company  K,  107th 
New  York  Volunteers,  for  three  years'  service  in  the 
War  of  the  Rebellion,  and  one  month  from  the  time 
he  first  shouldered  a  musket  he  received  his  baptism  of 
fire  in  the  fierce  battle  of  Antietam.  During  the  bal- 
ance of  his  career  as  a  soldier  he  fought  on  many 
a  hotly  contested  field,  but  went  through  the  storms 
of  shot  and  shell  and  came  out  unscathed  by  the 
enemy's  bullets.  His  father.  John  D.  Amey,  was  one 
of  the  pioneers  of  Ontario  County,  New  York,  where 
the  subject  of  this  sketch  was  born,  October  17,  1837. 
After  securing  his  education  he  worked  on  his  father's 
farm  and  in  the  lumber  business  up  to  the  time  of  his 
enlistment,  and  on  his  return  from  the  war  he  fol- 
lowed the  carpenter  trade  until  February,  1867,  when 
he    secured   a   position    as   brakeman    on    the    Susque- 


AMERICAN    I.OCOMOTU'E    ENGINEERS. 


139 


C.    H.    AMET. 


CHARLES  H.  ALGER. 


140 


ERIE    RAILWAY    EDITION. 


hanna  Division  of  the  Erie.  After  three  years  in  this 
capacity  he  was  advanced  to  fireman,  and  then  fol- 
lowed nine  years  of  efficient  service.  In  July,  1879, 
he  was  promoted  to  engineer,  and  for  the  past  seven 
years  has  run  fast  freights  Nos.  37  and  90.  Mr.  Amey 
is  a  fine  old-fashioned  gentleman,  mild  mannered,  and 
of  a  most  friendly  disposition.  His  career  as  a  rail- 
road man  has  been  one  of  success  and  he  stands  well 
in  the  estimation  of  his  superiors,  while  by  his  fellow 
workmen  and  general  acquaintances  he  is  highly 
regarded.  He  was  married  November  7,  1866,  to  Miss 
Sarah  Jane  Wallace,  and  four  children  were  born  to 
them,  two  of  whom.  Flora  and  Gernia,  survive.  Mrs. 
Amey  died  in  1883,  and  in  1891  Mr.  Amey  was  mar- 
ried to  Miss  Esther  M.  Boyce.  Mr.  Amey  is  a  mem- 
ber of  the  G.  A.  R.  and  HornellsviUe  Lodge. 
A.  O.  U.  W. 


JOHN    E.   ANDERSON, 

Cleveland,   Ohio. 

John  E.  Anderson  was  born  in  Warren,  Ohio,  on 
February  17,  1858,  where  he  attended  school  until  he 
was  13  years  of  age.  At  this  time  his  father,  a  whole- 
sale grocer  and  confectioner,  failed  in  business,  and 
the  young  man  was  compelled  to  start  out  for  him- 
self. When  he  left  home  his  father  gave  him  a  $2 
bill,  all  he  possessed,  as  a  starter,  and  $1.20  of  that 
went  to  pay  railroad  fare  to  Akron.  Here  he  secured 
a  situation  as  news  agent  on  the  Atlantic  &  Great 
Western,  and  so  well  did  he  do  in  this  business  that 
he  followed  it  until  July,  1878,  when  he  went  to  firing 
on  the  Erie.  After  firing  two  years  he  became  dis- 
satisfied and  w-ent  to  the  Wheeling  &  Lake  Erie,  but 
not  finding  things  there  as  represented,  he  returned  to 
the  Erie,  being  promoted  to  engineer  on  April  16,  1886. 
Mr.  Anderson  soon  began  to  pull  freight,  but  was  in- 
jured in  a  wreck  near  Aurora,  from  the  effects  of 
which  he  has  never  fully  recovered,  and  this  is  the 
reason  he,  though  one  of  the  best  freight  engineers  on 
the  division,  is  running  a  yard  engine  at  Cleveland. 
Mr.  Anderson  was  married  on  June  20,  1890,  to  Miss 
Emma  L.  Heppner,  and  they  have  one  daughter,  Ruth. 
He  has  been  a  member  of  Lodge  167,  B.  of  L.  E.,  for 
the  past  twelve  years,  and  takes  an  active  interest  in 
the  workings  of  the  order. 


WILLIAM   H.  ANDERSON, 
Susquehanna,  Pennsylvania. 

William  H.  Anderson  has  passed  through  the  school 
which  makes  good  engineers,  having  started  his  rail- 
road career  as  an  engine  wiper  and  been  successively 
a  brakeman,  fireman  and  finally  an  engineer.     The  son 


of  Matthew  Anderson,  a  retired  Erie  engineer,  now  a 
prominent  farmer  of  Susquehanna  County,  he  was 
born  in  Susquehanna  September  16,  1857.  On  leaving 
school  he  secured  a  place  as  wiper  on  the  Erie,  and 
served  in  this  capacity  from  1871  to  1874,  when  he 
went  as  brakeman  on  the  Jefferson  Branch  for  two 
years,  being  then  advanced  to  fireman.  After  firing 
two  years  he  accepted  a  similar  position  on  the  Al- 
bany &  Susquehanna  Railroad,  and  for  five  years  fired 
between  Albany  and  Binghamton.  He  then  resigned 
and  went  to  braking  between  Troy  and  Whitehall,  New 
York,  for  six  months,  and  then  was  transferred  and 
ran  on  another  part  of  the  same  road.  Returning  to 
the  Erie  as  a  brakeman,  he  ran  on  the  Susquehanna 
Division  for  about  a  year,  and  then  was  given  a 
place  as  fireman  and  assigned  to  instruct  new  firemen 
how  to  fire  hard  coal.  In  1890  he  was  promoted  to  en- 
gineer, and  has  been  running  freight  between  Hornells- 
viUe and  Susquehanna  for  the  past  nine  years.  Mr. 
Anderson  is  one  of  those  men  who  are  particularly 
adapted  to  their  chosen  calling,  and  he  takes  great 
interest  in  his  work,  eliciting  the  praise  of  his  superi- 
ors and  the  friendly  emulation  of  his  brother  engineers. 
He  was  married  in  1877  to  IMiss  Alice  Fletcher,  who 
died  in  December,  1879.  Two  sons  were  born  to 
them,  }ilathew  and  Charles,  both  of  whom  are  work- 
ing in  a  boot  and  shoe  factory  at  Binghamton.  In 
October  2,  1884,  Mr.  Anderson  was  united  in  marriage 
to  Miss  Addie  Shumway,  daughter  of  Elanzo  Shum- 
way,  who  fell  in  the  war  of  1861.  They  have  two  chil- 
dren, Frank  and  Emma,  aged  11  and  8  years,  respect- 
ively, both  of  whom  are  attending  school,  Frank  being 
a  pupil  of  the  Laurel  Hill  Academy.  Mr.  Anderson 
is  a  member  of  B.  of  L.  E.,  Division  137.  and  is  one 
of  Susquehanna's  respected  citizens. 


CHARLES   D.    ANGLE, 
Port  Jervis,  New  York. 

As  engineers  go  on  the  Erie,  Charles  D.  Angle  is  to 
be  considered  one  of  the  young  men;  nevertheless  he 
has  been  in  the  service  of  the  company  for  thirty  years, 
all  of  that  time  with  a  clear  record.  Born  in  Pike 
County,  Pennsylvania,  June  29,  1849,  and  leaving 
school  at  the  age  of  17,  he  remained  upon  the  farm  up 
to  his  20th  year,  and  then,  in  June,  1869,  began  his 
long  and  honorable  railroad  career  as  fireman  on 
engine  362,  with  engineer  Dan.  Kenyon,  and  re- 
mained firing  on  freight  till  December.  1877,  being 
then  promoted  to  engineer  in  charge  of  engine  338, 
running  extra  freight  between  Port  Jervis  and  Jersey 
City   from   that  time   till    1889,   when,   after  putting   in 


AMERICAN    LOCOMOTIVE    ENGINEERS 


141 


r 


'"'.>     c*;. 


WII.I.I  A.\l     II.    ANUERSON. 


jj  CHARLES   D.    ANGLE. 


142 


ERIE    RAILWAY    EDITION. 


six  months  as  extra  passenger  man,  he  took  runs  28 
and  29,  Port  Jervis  to  Jersey  City,  which  runs  he  is 
still  holding  down,  having,  at  the  present  time,  engine 
369.  Mr.  Angle  was  married  at  Port  Jervis,  March  17, 
1874,  to  Charlotte  E.  Coykendall,  their  one  child, 
Olive,  having  been  taken  from  them  by  death  in  Janu- 
ary, 1888,  in  her  13th  year.  Although  Mr.  Angle  is  the 
owner  of  two  houses  in  Matamoras,  he  lives  in  Port 
Jervis  at  the  present  time,  preferring  to  be  nearer  his 
work.  A  member  of  Division  54,  B.  of  L.  E.,  of  Port 
Jervis,  he  has  never  aspired  to  office,  though  taking  the 
deepest  interest  in  all  things  pertaining  to  the  best  good 
of  his  fellow-workers.  He  is  also  a  Freemason,  hav- 
ing been  made  so  in  Port  Jervis  Lodge,  No.  328,  in 
1872.  From  1894  to  1896  Mr.  Angle  successfully  con- 
ducted the  afifairs  of  the  republican  county  commit- 
tee of  Pike  County,  Pennsylvania,  as  its  chairman, 
and  his  interest  in  politics  still  remains  strong,  al- 
though he  is  not  desirous  of  office.  Throughout  his 
long  and  varied  service  Mr.  Angle  has  met  with  the 
vicissitudes  common  to  railroad  men,  but  has  had 
but  one  serious  accident,  this  being  on  September  24, 
1897,  when  his  engine  collided  with  a  coal  train  in 
the  Port  Jervis  yard,  the  accident  being  due  to  the 
cut-out  cock  being  closed,  thus  rendering  it  impos- 
sible to  apply  the  brakes  in  time.  On  this  occasion  he 
was  rendered  unconscious  for  hours,  and  was  severely 
cut  and  bruised,  being  compelled  to  remain  four  days 
in  hospital,  and  being  under  care  for  thirty  days  be- 
fore resuming  his  run.  In  religious  matters  Mr. 
Angle  is  a  prominent  and  progressive  member  of  the 
Baptist  church  of  Port  Jervis,  and  is  trustee  of  the 
society  and  deacon  of  the  church.  His  heart  is  deeply 
concerned  in  the  furtherance  of  Christian  endeavor 
and  the  promotion  of  the  religious  welfare  of  his 
brother  men.  Mr.  Angle  is  deeply  interested  in  the 
forwarding  of  the  Y.  AL  C.  A.,  having  become  iden- 
tified with  that  order  some  eight  years  ago  when  the 
association  was  general.  In  1897  the  association  was 
merged  with  the  branch  conducted  under  the  auspices 
of  the  railroad  men.  and  Mr.  Angle  was  instrumental 
in  effecting  the  new  organization.  In  1894  he  was 
chosen  as  one  of  the  directors,  and  in  1895  was  elected 
President  of  the  Board  of  Managers,  which  position 
he  now  holds.  Mr.  Angle  has  seen  the  good  results 
of  the  work  among  his  associates,  and  can  recall  nu- 
merous individual  instances  where  the  influence  of  the 
association  has  changed  men  and  brought  them  closer 
to  church  work.  He  feels  a  just  pride  in  his  interest 
and  labors  in  this  line  of  duty.  Concluding,  we  must 
not  neglect  to  call  attention  to  the  fact  that  Mr. 
Angle  was  a  charter  member  of  the  original  organiza- 
tion of  the  Brotherhood  of  Locomotive  Firemen,  in 
December,  1872,  and  takes  a  just  pride  in  the  success 
of  that  organization. 


DAVID   B.   ANNAN, 
Chicago,  Illinois. 

The  popularity  and  high  character  of  David  B.  An- 
nan is  attested  by  the  fact  that  he  has  for  four  suc- 
cessive terms  been  elected  Chief  of  Lake  Division,  No. 
302,  B.  of  L.  E.  The  son  of  David  Annan,  a  skilled 
machinist  in  the  employ  of  the  Grand  Trunk  Railway 
for  over  twenty-two  }'ears.  Mr.  Annan  was  born  in 
Hamilton,  Canada,  September  16,  i860.  He  received  a 
fine  education  and  at  the  age  of  16  went  to  work  in 
the  Master  Mechanic's  office  of  the  Grand  Trunk  at 
Port  Huron,  IMichigan,  where  he  worked  about  two 
years,  being  then  advanced  to  fireman.  For  five  years 
he  fired  on  the  Grand  Trunk  Railroad  and  Chicago  & 
Grand  Trunk  out  of  Port  Huron  and  Battle  Creek, 
IMichigan,  being  promoted  to  engineer  in  1882,  when  he 
was  but  22  years  of  age.  For  two  years  he  ran  an 
engine  between  Port  Huron  and  Battle  Creek,  resign- 
ing in  1884  to  accept  a  position  as  engineer  on  the 
Erie,  and  since  that  time  has  run  an  engine  in  the 
Chicago  yards  and  made  extra  trips  on  the  road  be- 
tween Chicago  and  Huntington.  March  3,  1884,  Mr. 
Annan  was  united  in  marriage  to  Miss  Phoebe  Clarke, 
daughter  of  Robert  Clarke,  a  pioneer  farmer  of  Brook- 
ville,  Canada,  and  they  have  two  charming  children, 
Charlotte  May,  aged  13,  and  George  William,  aged  11, 
both  of  whom  are  attending  public  school  and  stand 
high  in  their  classes.  Mr.  Annan  is  affiliated  with 
IMystic  Star  Lodge,  No.  758,  F.  &  A.  M.,  and  owns 
some  real  estate  in  Chicago. 


WESLEY  C.  ARMSTRONG, 

Gallon,  Ohio. 

Y'oung  in  years  Wesley  C.  Armstrong  is  an  old 
engineer  from  point  of  service,  having  been  pro- 
moted to  that  important  position  when  he  was  but  22 
years  of  age.  He  was  born  in  Ravenna,  Ohio,  Sep- 
tember 7,  1864,  and  was  an  industrious  student  until 
he  was  19  years  of  age,  when  he  stopped  school  and 
immediately  entered  the  employ  of  the  Erie  as  a  fire- 
man. He  is  the  son  of  John  Armstrong,  a  farmer 
who  was  foreman  of  section  men  on  the  Erie  system 
when  the  road  was  built  from  Meadville  to  Akron. 
Mr.  Armstrong  fired  two  years  on  freight  and  a  little 
less  than  two  years  on  passenger,  receiving  his  pro- 
motion to  engineer  in  June,  1886.  For  the  past  thir- 
teen years  he  has  run  an  engine  in  the  through 
frei.'ht  service,  with  occasional  extra  passenger  duty. 
He  has  cstablisl'.ed  a  record  of  high-class  ability  and 
excellent  judgment  that  has  won  him  many  evidences 
of  approval  from  his  superiors,  and  he  has  met  with 
success   that   is   due   to   his   attention   to   business   and 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


143 


DAVID    E.     ANNAN. 


WESLEY   C.    ARMSTRONG. 


144 


ERIE    RAILWAY    EDITION. 


devotion  to  his  calling.  While  firing  he  was  hurt  by 
train  No.  8  running  into  the  dump  track  at  Kent,  No- 
veinbcr  13,  1885,  due  to  the  switch  being  turned,  and 
his  injuries  from  this  accident  laid  him  up  for  two 
months.  JNlr.  Armstrong  is  a  member  of  B.  of  L.  E., 
Division  No.  16,  in  the  affairs  of  which  he  takes  great 
interest.  He  is  a  man  of  friendly  qualities  and  has  a 
host  of  admiring  friends  among  the  good  citizens  o! 
Gallon. 


JOSEPH  AR^ISTRONG, 

Gallon,    Ohio. 

(Deceased.) 

Death  cut  short  the  career  of  a  brilliant  young  man 
when  Joseph  Armstrong  passed  away  September  16, 
1888.  He  was  born  in  Ravenna,  Ohio,  on  October  4, 
i860,  and  secured  a  fine  education,  having  been  a  stu- 
dent in  the  public  and  high  schools  of  Ravenna  until 
he  was  20  years  of  age.  Immediately  on  leaving  school 
he  began  his  railroad  career  as  a  fireman  on  the  New- 
York,  Pennsylvania  &  Ohio,  being  promoted  to  en- 
gineer in  1885.  He  was  assigned  to  duty  in  the  freight 
service  and  was  soon  accredited  with  being  one  of  the 
most  coinpetent  and  reliable  runners  on  the  division. 
On  September  16,  1888,  the  operator  at  New  Portage 
made  a  mistake  in  train  orders,  and  as  a  result  Mr. 
Armstrong's  train,  No.  26,  met  train  No.  83  in  a  head- 
end collision  between  New  Portage  and  Akron.  All 
of  the  trains'  crews  escaped  with  slight  injuries,  save 
Mr.  Armstrong,  who  met  death  at  his  post  of  duty. 
He  was  a  popular  young  man  who  gave  promise  of  a 
useful  career,  and  his  death  caused  widespread  regret. 


WILLIAM  C.  AUMOCK, 

Deposit,  New  York. 

For  forty-four  years  an  engineer  and  still  at  the 
throttle:  this  briefly  states  the  record  of  William  C. 
Auniock,  and  few  there  are  who  can  beat  it.  Mr. 
Aumock  was  born  in  ]\Ionmouth  County,  New  Jersey, 
February  4.  1S26,  and  when  he  was  4  years  of  age 
his  .father,  John  Aumock,  a  school  teacher,  died.  Mr. 
Aumock  attended  common  school  until  he  was  11 
years  of  age,  and  then  engaged  in  farming  until  1852. 
At  this  time  he  took  service  with  the  Champion  & 
Amlioy  Railroad  as  a  fireman,  and  ran  between  Bor- 
dentown,  Pennsylvania,  and  New  Brunswick,  for  about 
two  years  and  a  half.  He  then  resigned  to  accept  a 
siinilar  position  on  the  Belvidere  Railroad,  running  be- 
tween Trenton  and  Belvidere,  New  Jersey.  After 
about  six  months  with  this  road  he  was  promoted  to 


engineer,  and  then  ran  a  freight  between  Philipsburg 
and  Trenton  for  about  two  years  and  a  half.  He  re- 
signed his  place  with  this  company  and  took  service 
with  the  Lehigh  Valley  Road,  and  for  four  years  ran 
a  gravel  train.  On  leaving  the  Lehigh  he  came  to  the 
Erie,  where  he  has  been  for  the  past  thirty-seven  years. 
He  ran  freight  twelve  years  and  then  was  advanced  to 
a  passenger  run  on  the  Delaware  Division.  Fifteen 
years  ago  he  was  transferred  to  a  day  pusher  between 
Deposit  and  Gulf  Summit,  which  run  he  still  has.  Mr. 
Aumock  is  one  of  the  old  guard  who  still  remain  in 
active  service,  and  while  he  is  older  now  than  when 
he  used  to  pull  the  fast  express,  his  strong  constitution 
and  good  health  bespeak  him  many  more  years  in  the 
cab,  at  wdiieh  all  are  gratified,  for  he  is  most  popular 
with  his  younger  brothers  and  his  superiors  on  the 
division.  He  was  married  June  18,  1849,  to  Miss  Anna 
f-faynes,  daughter  of  John  Haynes,  of  Fairfield, 
Maine.  She  died  in  1889  of  Bright's  disease,  after  an 
illness  of  three  years.  Mr.  Aumock  was  married 
March  26,  1890,  to  Miss  Fannie  Moses,  daughter  of  A. 
C.  Moses,  who  was  a  prominent  attorney  of  Deposit, 
and  one  of  the  leading  men  of  Broor.ie  County  up  to 
his  death,  which  occurred  about  two  years  ago.  Mr. 
Aumock  is  a  member  of  Port  Jervis  Lodge,  No.  338, 
F.  &  A.  M..  also  the  Conimandery,  No.  44.  He  owns 
property  in  Deposit  and  takes  a  prominent  part  in  all 
that  tends  to  the  welfare  of  the  citv. 


GEORGE  W.  AULAR, 
Hornellsville,  New  York. 

The  subject  of  this  sketch  served  his  country  both  as 
a  soldier  and  an  engineer  during  the  Civil  War,  and 
came  through  those  perilous  times  with  but  one  wound 
to  remind  him  of  his  adventures.  George  W.  Aular 
was  born  in  Middlefield,  New  York,  on  November  14, 
183,3,  and  was  the  son  of  Willard  Aular,  a  carpenter 
of  that  place.  Mr.  Aular  received  a  fine  education, 
attending  the  public  schools  of  his  native  town  and  the 
Hardwick  Academy,  leaving  the  latter  institution 
when  he  was  18  years  of  age.  He  engaged  in  farm- 
ing until  March,  1853,  when  he  secured  a  position  as 
brakeman  on  the  Erie,  running  for  nine  months  be- 
tween Susquehanna  and  Port  Jervis.  He  then  worked 
as  flagman  for  four  months,  accepting  a  position  as 
fireman  in  the  summer  of  1854.  .\fter  firing  on  the 
Dela\Vare  Division  for  eight  months  he  resigned  and 
went  west  wdicre  he  accepted  a  position  as  baggage- 
man on  the  Rock  Island  Railroad  running  between 
Chicago  and  Rock  Island  for  eight  months.  He  then 
resigned  and  returned  to  the  employ  of  the  Erie  as 
fireman,  serving  in  this  capacity  until  1857,  when  he 
was  promoted  to  engineer.     With  the  exception  of  one 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


145 


GEORGE    AV.    AULAR. 


WILLIAM    C.    AUMOClv. 


146 


ERIE    RAILWAY    EDITION. 


year  spent  in  working  in  the  engine  house  at  Dunkirk, 
he    ran   continuously   until    1862,   when   he   enlisted   in 
Company   G  of  the  2d   New   York  Volunteers,   under 
Captain   Bliss.     He  fought  in  the  battles  of  Chancel- 
lorsvillc,  Fredericksburg  and  Gettysburg,  being  slight- 
ly  wounded   in   the   last   engagement.      He     was     dis- 
charged after  three  years  and  three  months  of  service 
in    1865.      During   his    enlistment   he   was   detailed   by 
Second  Assistant  Secretary  of  War  Townsend  to  run 
locomotives,  and  ran  on  five  different  military  roads — ■ 
Lamdem  &  Hcmpshire.   Orange  &  Alexandria,  Rich- 
mond &  Danville,  South  Side,  and  Petersburg  &  Rich- 
mond.    He   had   the   honor  of  pulling  a   train   out   of 
General    Grant's    headquarters    after   the    close    of    the 
war.     When  the  roads  were  restored  to  their  original 
owners   Mr.  Aular  took  his  engine  out  of  City  Point 
to    Alexandria,    Virginia,    and    put   her    on    the    ferry 
boat.     He  switched  six  weeks  at  Washington  and  then 
returned   to    Dunkirk,    New    York,    where    on   July   2, 
1865,  he  entered  the  service  of  the  Erie,  running  on  the 
Bradford    Branch.      He    has    continued    to    run    since 
that  date  on  the  Erie,  and  has  pulled  fast  freights,  local 
freights,   and   other  trains,   for  the   past  year  running 
passenger   between    Dunkirk    and    Hornellsville.      Mr. 
Aular  was  married   in   1858  to   Miss   Delia  McKee   of 
Dunkirk,    New    York,    and   one    child    has   been   born 
to   them,    George,   aged   40,    a    decorator   of   Dunkirk. 
Mr.  Aular  is  a  member  of  Division  No.  47,  B.  of  L.  E., 
of  Elornellsville,  and  William  O.  Stevens  Post  No.  334 
of  Dunkirk. 


FREDERICK  F.  AUNGST, 

Akron,  Ohio. 

Frederick  F.  Aungst  was  born  February  22,  1850,  in 
Richland  County,  Ohio,  and  was  a  son  of  Samuel 
Aungst,  a  pioneer  farmer  of  that  section  of  Ohio. 
The  young  man  was  an  industrious  student  until  his 
l8th  year,  when,  having  acquired  a  fine  common  school 
education,  he  quit  school  and  for  awhile  assisted  on 
his  father's  farm.  Tiring  of  this  vocation,  he  sought 
and  obtained  employment  on  the  B.  &  O.  as  a  flag- 
man at  Mansfield,  Ohio.  Five  years  later  he  quit  the 
B.  &  O.  and  secured  a  position  as  fireman  on  the  Erie. 
After  two  months  firing  he  was  transferred  to  the 
roundhouse,  and  for  the  ensuing  six  years  worked  as 
engine  wiper  and  hostler.  In  1886  he  was  advanced  to 
fireman,  and  served  in  this  capacity  until  1892,  when 
he  was  promoted  to  engineer.  He  ran  a  switch  engine 
in  the  Mansfield  yards  six  months,  and  then,  owing  to 
slack  business  all  along  the  line,  he,  with  many  others, 
was  set  back  to  firing.  Three  years  later  lie  was  re- 
promoted  and  has  since  run  a  switch  engine  in  the 
Akron  yards.     Mr.   Aungst  is  a  careful,   conscientious 


engineer,  and  is  well-liked  by  all  his  associates  .and 
his  superiors;  he  has  been  unusually  lucky  in  having 
no  very  serious  accidents,  and  has  been  laid  up  from 
injury  but  thirty  days  in  his  entire  railroad  experience. 
He  i?  married  to  Miss  Jennie  L.  Tingle,  daughter  of 
William  Tingle,  a  substantial  farmer  of  South  Lebanon, 
Ohio.  Mr.  Aungst  is  a  member  of  Akron  Lodge,  No. 
83,  F.  &  A.  M.,  and  B.  of  L.  E.,  Division  No.  16.  He 
owns  several  fine  pieces  of  property  in  Mansfield  and 
Akron,  and  is  a  valued  citizen  of  the  latter  city. 


ABRAHAM   I.   AURYANSEN, 

Jersey  City,  New  Jersey. 

Few  men  who  handle  a  throttle  are  as  old  as  Abra- 
ham  I.   Auryansen,  for  at  the  age  of  77  he  still  con- 
tinues in  active  service  in  the  Erie  yards.     Mr.  Auryan- 
sen was  born  in  Closter.  Bergen  County,  New  Jersey, 
April    5,    1822,    and   after   receiving   a   common   school 
education  learned  the  blacksmith's  trade,  at  which  he 
worked  until  he  was  29  years  of  age.     On  Christmas 
Day,  1850,  he  entered  the  service  of  the  Erie  at  Pier- 
mont,  firing  on  one  of  the  old  six-foot  gauge  engines. 
In  November,  1852,  he  was  promoted  to  engineer  and 
hauled  the   mail   from   Paterson   to   Port  Jervis   for   a 
year,  and  then  ran  into  Jersey  City  to  the  Pennsylvania 
dock.     He  held  this  run  until  the  strike  in  1857,  then  he 
went  to  Harlem  for  a  year;    coming  back  to  the  Erie 
he  ran  for  another  year  and  then  farmed  for  a  while. 
Morris   Miller  was    Master   Mechanic   on   the   Harlem 
road  and  sent  for  him,  so  he  went  to  Harlem  again, 
but  inside  of  a  year  returned  to  the  Erie.     He  ran  a 
train    to    Hackensack   until    March    i,    1865,    when   he 
entered  the  employ  of  the  New  Jersey  &  New  York, 
remaining   until    September,    1879.   when   he   again   re- 
turned to  the  Erie,  and  taking  an  engine  in  the  Jersey 
City  yard  has  run  it  ever  since.     On  February  i.  1845. 
Mr.  Auryansen  was  married  to  Miss  Cornelia  Haring, 
and  four  children  have  been  born  to  them.    The  oldest 
boy   is   an   engineer  on   the   Manhattan   Railroad,   one 
daughter   is   married,   while   the   other   children   are   al 
home.     Mr.  Auryansen  is  a  member  of  Hudson  Lodge, 
No.  135,  B.  of  L.  E.,  and  owns  nice  property  in  Hack- 
ensack,   where    he    resides.      He    has    encountered    his 
share   of   perils   while   at   work   on   the   road,   but   has 
always  been  quick  enough  to  escape  serious  injury. 


GEORGE   I.   AVERILL, 

Avon,  New  York. 

The  subject  of  this  sketch  was  born  in  Avon,  New 
York,  March  30,  1867,  and  is  the  son  of  Minard  Averill, 
a  farmer  of  Geneseo,   Livingston   County,   New  York. 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


147 


ABRAHAM   I.   AURYANSEN. 


GP:0RGE    I.    AVERILL. 


148 


ERIE    RAILWAY    EDITION. 


Mr.  Averill  studied  in  both  the  public  schools  and 
the  State  Normal  School  at  Geneseo,  leaving  the  latter 
institution  when  he  was  i6  years  of  age.  He  then 
secured  a  position  in  a  grain  warehouse  where  he 
worked  for  three  years.  In  August,  l886,  he  secured 
a  position  as  brakeman  on  the  Erie,  and  for  the  next 
two  years  ran  on  the  Rochester  division.  In  Novem- 
ber, 1888,  he  advanced  to  fireman,  and  fired  on  freight 
and  passenger  trains  on  the  Rochester  division  until 
July,  1892,  when  he  was  advanced  to  engineer.  For 
the  past  eight  years  he  has  been  running  extra  both 
in  the  freight  and  passenger  service,  and  has  fully 
demonstrated  his  ability  to  hold  the  position  to  which 
he  has  been  promoted.  On  April  22,  1890,  Mr. 
Averill  was  united  in  marriage  to  Miss  Agnes  Gal- 
,  braith,  daughter  of  James  Galbraith,  a  farmer  of  Gene- 
seo, New  York.  They  have  one  child,  Howard,  aged 
8  years,  who  is  attending  public  school.  Mr.  Averill 
is  a  member  of  Division  15,  B.  of  L.  E.,  and  Lodge 
153,  K.  O.  T.  M.  of  Avon.  Mr.  and  Mrs.  Averill  are' 
members  of  the  Methodist  Church,  and  are  quite  ac- 
tive in  the  social  and  charitable  affairs  of  that  denomi- 
nation. 


GEORGE  A.   BADGLEY. 
Hornellsville,   New  York. 

A  man  who  has  had  some  remarkably  close  calls 
from  death  is  George  A.  Badgley,  who  was  born  in 
Elizabeth,  N.  J.,  on  June  4,  1856.  His  parents  moved 
to  Oswego,  N.  Y.,  in  1S64.  and  there  he  received  his 
schooling.  In  1871  he  began  as  a  brakeman  on  the 
Susquehanna  Division  of  the  Erie,  and  after  seven 
years  was  promoted  to  yardmaster  at  Susquehanna. 
Leaving  that  branch  of  railroad  work,  he  went  to 
firing,  and  in  August,  1889,  was  promoted  to  en- 
gineer, and  is  now  running  in  the  freight  service.  His 
first  narrow  escape  was  in  May,  1874,  when  he  caught 
his  foot  in  a  frog  and  was  run  over,  this  occurring  in 
the  Susquehanna  yard.  He  fell  off  a  freight  train  two 
or  three  times  while  braking,  and  while  firing  for  Jim 
Stickney,  who  was  known  as  a  fast  runner,  he  had 
two  close  calls;  one  when  their  train,  going  at  fifty- 
five  miles  an  hour,  jumped  the  track,  and  the  other 
when  Jim  lost  the  handle  of  his  air  brake  and  came 
nearly  letting  his  train  run  into  a  passenger  at  the 
rate  of  fifty  miles  an  hour.  Mr.  Bagley  ran  the  first 
compound  engine  (289,  now  960)  that  was  put  on  the 
Susquehanna  Division.  He  was  married  on  Christ- 
mas, 1876,  to  Miss  Jennie  Hawkins  of  Kirkwood,  N. 
Y.,  and  they  have  four  children,  three  of  whom  are 
living.  Mr.  Badgley  joined  the  B.  of  L.  E.  in  1891,  has 
held  several  offices  and  is  now  secretarv  of  the  Insur- 


ance Order  and  a  member  of  the  Board  of  Adjust- 
ment. He  has  kept  his  books  and  can  make  out  a  slip 
for  any  trip  he  has  ever  made,  either  as  engineer  or 
fireman.  He  is  a  prominent  member  of  the  Methodist 
Church  and  has  not  taken  a  drink  since  November, 
1876. 


JAMES  M.  BAKER, 
Meadville,  Pennsylvania. 

James  M.  Baker,  son  of  Adam  Baker,  a  prominent 
farmer  of  Crawford  County,  Pennsylvania,  was  born 
April  II,  1848.  As  a  school  boy  he  was  industrious 
and  intelligent,  so  that  when  he  quit  school  at  the  age 
of  i8,  he  possessed  a  fine  common  school  education. 
He  farmed  for  a  few  years  and  then  entered  the  em- 
ploy of  the  Erie  as  a  watchman  at  Franklin,  a  position 
he  held  until  January  i,  1869,  when  he  was  advanced 
to  fireman.  In  this  capacity  he  worked  until  June 
of  the  same  year,  when  he  went  home  and  engaged  in 
farming  until  March,  1871,  at  which  time  he  returned 
to  the  employ  of  the  Erie  as  a  fireman.  August  20, 
1877,  he  was  promoted  to  engineer  and  ran  in  the 
freight  service  until  1887,  when  he  was  advanced  to 
passenger,  and  is  now  running  Nos.  I  and  14  on  the 
Meadville  Division,  west.  While  firing,  in  February, 
1872,  a  flue  bursted  in  engine  115,  and  he  was  badly 
scalded,  being  laid  up  about  five  weeks  as  a  result 
of  his  injury.  Mr.  Baker  was  married  February  28, 
1S74,  to  Miss  Adela  Brown,  daughter  of  Wilson 
Brown,  a  farmer  of  Crawford  County,  Pennsylvania. 
Four  children  have  been  born  to  them:  Frank  E., 
aged  23,  educated  in  Meadville,  now  firing  on  the 
Erie;  Lulu  M.,  aged  2  years  and  10  months  at  death; 
Clyde  M.,  aged  18,  educated  in  Meadville,  graduate  of 
business  college  and  now  engaged  in  the  music  busi- 
ness; Vinnie  I.,  aged  6  years,  now  attending  school. 
Mr.  Baker  is  a  member  of  Meadville  Lodge  No.  43, 
B.  of  L.  E.,  and  one  of  Meadville's  most  substantial 
and  popular  citizens. 


W.  B.  BAKER, 

Huntington,    Indiana. 

The  subject  of  this  sketch  is  one  of  the  Erie's  oldest 
and  best  firemen,  who  was  recently  promoted  to  en- 
gineer. He  was  born  in  Bronte,  Province  of  Quebec, 
Canada,  in  August,  1865,  where  his  father  was  engaged 
in  railroad  construction  work.  Mr.  Baker  left  school 
at  the  age  of  13  and  was  apprenticed  to  the  shoe- 
making  trade.  He  served  three  years  learning  his 
business  and  then  worked  three  years  as  a  journey- 
man.    Then  for  a  while  he  worked  as  a  sailor  between 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


149 


AI.1''HED  C.  BALDWIN. 


GEORGE  W.   BALL,. 


150 


ERIE    RAILWAY    EDITION. 


numerous  ports  on  the  Great  Lakes,  quitting  that  life 
finally  to  enter  the  railroad  service.  His  first  work 
in  this  line  was  as  brakeman  for  the  Chicago  &  Grand 
Trunk,  and  in  1887  he  severed  his  connection  with  this 
company  and  began  work  on  the  Chicago  &  Atlantic 
as  fireman.  He  fired  with  credit  five  years  on  freight 
runs  and  four  years  on  passenger,  and  in  1896  passed 
a  high  examination  and  w-as  immediately  promoted  to 
engineer.  The  three  years  he  has  been  running 
freight  between  Chicago  and  Marion  has  demonstrated 
that  he  is  as  thorough  in  his  new  position  as  he  was 
in  his  old,  and  time  will  prove  him  to  be  one  of  the 
best  engineers  on  the  Erie  road.  In  1894  Miss  Rilla 
A.  Willoughby,  daughter  of  a  prominent  farmer  near 
Huntington,  joined  her  fortunes  with  that  of  the  rising 
young  fireman.  Their  married  life  has  indeed  been 
happy,  and  one  child,  Marie,  a  bright  little  3-year- 
old,  has  come  to  gladden  their  hearts.  Mr.  Baker  is 
a  man  of  sterling  worth,  and  engages  the  friendship 
of  all  with  whom  he  comes  in  contact.  He  is  a  mem- 
ber of  the  I.  O.  O.   F.  and  the  B.  of  L.  E. 


A.  C.   BALDWIN, 

Cleveland,    Ohio. 

Alfred  Case  Baldwin  was  born  in  Solon,  Ohio, 
January  25,  1862,  where  he  lived  until  10  years  of  age, 
when  his  parents  moved  to  Cleveland,  Ohio.  He  at- 
tended the  Cleveland  public  school  for  five  years 
and  in  the  spring  of  1877  the  family  moved  to  Geneva, 
Ohio,  where  Mr.  Baldwin  became  a  student  in  the 
Geneva  Normal  School.  He  was  married  in  October. 
1880,  to  Miss  Ettie  V.  Andrews,  and  three  children 
have  been  born  to  them,  Gracie  E.,  who  died  at  the 
age  of  2  years  and  3  months;  Eva,  who  still  survives, 
and  Harold  H.,  who  died  at  the  age  of  7  years.  Mr. 
Baldwin  has  been  in  the  employ  of  the  Erie  eighteen 
years  as  fireman  and  engineer,  and  during  that  time 
he  has  had  no  serious  accident,  and  has  received  but 
one  suspension,  that  being  of  only  a  few  days'  dura- 
tion. In  1896  he  was  elected  Chief  Engineer  of  Di- 
vision 167,  B.  of  L.  E.,  which  office  he  has  held  ever 
since.  At  the  convention  held  in  Ottawa,  Ontario,  in 
1896,  he  was  elected  a  member  of  the  Board  of  Trus- 
tees of  the  Locomotive  Engineers'  Insurance  Associa- 
tion, and  at  the  convention  at  St.  Louis  in  1898  was 
re-elected,  being  still  a  member  of  the  Board.  He  has 
been  Chairman  of  the  Committee  of  Adjustment  for 
Mahoning  Division,  and  is  a  member  of  the  General 
Committee  of  Adjustment  of  the  Erie  System  for  the 
last  seven  years.  Mr.  Baldwin  is  the  youngest  of 
three  children.  His  parents  reside  in  Cleveland,  and 
have  reached  the  ripe  old  age  of  75  and  76,  respectively. 


GEORGE  W.   BALL, 

Susquehanna,  Pennsylvania. 

George  W.  Ball,  son  of  Charles  Ball,  a  mason  and 
contractor  of  Honesdale,  Pa.,  was  born  in  that  city 
April  23,  1853.  He  was  an  industrious  student  in  the 
public  schools  until  he  was  18  years  of  age,  when, 
having  acquired  a  good  education,  he  cast  about  for 
means  to  earn  a  livelihood.  The  first  opening  he 
found  was  in  the  capacity  of  an  oiler  on  the  Gravity 
road  for  the  Delaware  &  Hudson  Coal  Company,  and 
he  accepted  the  same,  serving  them  faithfully  for  one 
year,  when  he  resigned  to  take  a  position  as  brake- 
man  on  the  Erie.  For  six  years  he  ran  between  Hones- 
dale  and  Port  Jervis  and  then  was  advanced  to  fire- 
man. Eight  years  in  this  capacity  fitted  him  to  be- 
come an  engineer,  and  in  December,  1886,  he  was  pro- 
moted to  that  responsible  position.  For  nine  years 
he  ran  an  engine  in  the  freight  department  on  the 
Delaware  Division,  his  work  demonstrating  his  entire 
fitness  for  the  place  and  winning  him  the  approval 
of  his  superiors.  In  1895  he  was  given  a  pusher, 
which  he  runs  between  Susquehanna  and  Gulf  Summit, 
and  he  is  better  pleased  with  this  run  than  with  regu- 
lar road  work.  On  September  9,  1874,  iSIr.  Ball  was 
united  in  marriage  to  Miss  Ella  Eggleston,  daughter 
of  Ensign  Eggleston.  proprietor  of  a  livery  barn  in 
Honesdale.  Nine  children  have  been  born  to  them, 
two  of  whom,  Russell  and  Ruth,  died  when  quite 
young.  Grace,  aged  24,  is  married;  Charles,  22,  is  a 
telegraph  operator;  Lulu,  20.  and  Mary,  19,  both  ac- 
complished young  ladies,  reside  at  home;  James,  aged 
17,  is  an  apprentice  in  the  Erie  machine  shop;  Frank, 
II,  is  attending  school,  and  Harold  Ray,  6,  is  the 
baby  of  the  family.  Mrs.  Ball  is  a  member  of  the 
Ladies'  Auxiliary  Lodge,  B.  of  L.  E.,  and  a  fine, 
motherly  lady,  who  takes  great  pride  in  her  interest- 
ing family.  Mr.  Ball  is  a  very  popular  man,  both 
among  his  fellow  workmen  and  acquaintances  gener- 
ally. He  is  a  member  of  Starrucca  Division  of  137,  B. 
of  L.  E. ;  Susquehanna  Lodge  No.  246,  Order  of  Red 
Men,  and  Canewacta   Lodge   No.  360,   F.   &  .\.   M. 


AUGUSTUS   L.    BALLARD, 

Meadville,    Pennsylvania. 

(Deceased.) 

The  subject  of  this  sketch,  who  at  the  time  of  hi* 
death  was  one  of  the  Erie's  popular  and  efficient  en- 
gineers, was  born  in  Homes,  N.  Y..  and  received  his 
education  in  the  town  of  his  birth.  He  began  his 
railroad  career  soon  after  leaving  school,  at  Bingham- 


AMERICAN    LOCU.MOTl\'K    ENGINEERS. 


151 


CHARLES   H.    BANTA. 


JAMES  M.    BARRY 


152 


ERIE    RAILWAY    EDITION. 


ton,  N.  Y.,  and  in  1865,  went  to  Meadville  to  work  on 
the  old  Atlantic  &  Great  Western  Railroad,  soon  after 
being  given  an  engine,  which  he  ran  with  commend- 
able ability  to  the  day  of  his  death.  On  December  15, 
1884,  just  as  he  was  pulling  into  Grant  he  leaned  out 
of  the  cab  window  to  look  at  the  rear  of  the  train.  A 
freight  car  which  was  on  the  siding  had  been  blown 
along  the  switch  to  a  point  that  was  just  in  the  clear 
from  the  engine.  Mr.  Ballard's  head  struck  the  car 
an-d  he  was  instantly  killed.  Deceased  was  married 
to  Miss  Isabel  Cummings  of  Boston,  and  their  only 
daughter.  Miss  Isabel  Ballard  resides  with  Mrs.  M. 
L.  Asgood  at  Meadville  and  is  cashier  for  one  of  the 
city's  large  firms. 


CHARLES  H.  BANTA. 

Jersey  City,  New  Jersey. 

Born  in  Jersey  City  on  May  16,  1859,  Mr.  Banta 
attended  school  up  to  the  age  of  14,  and  then  went  to 
work  for  a  building  contractor  in  New  York  City, 
driving  a  team  for  a  short  period,  going  from  there  to 
Middletown,  N.  Y.,  where  he  engaged  in  the  railroad 
service,  his  first  occupation  being  with  the  Oswego 
Midland  road,  braking  on  gravel  train  and  caring  for 
engines.  Here  he  remained  until  1875,  and  between 
that  time  and  1878  he  was  a  freight  brakeman  on  the 
Delaware  Division  of  the  Erie,  at  the  end  of  which 
time  he  began  firing  on  the  Eastern — now  the  New 
York — Division,  the  date  of  his  first  employment  in 
this  capacity  being  December  21,  1877.  After  firing 
on  freight  for  seven  years  and  on  passenger  for  three 
years,  he  was  promoted  to  engineer  on  February  2, 
1887,  and  is  now  handling  the  throttle  on  a  passenger 
run,  which  he  has  had  for  four  years.  His  total  years 
of  service  number  twenty-four,  so  that  it  will  be  seen 
that,  although  young  in  years,  he  is  one  of  the  vet- 
erans of  the  Erie.  Very  soon  after  he  became  a  fire- 
man he  joined  the  ranks  of  the  Brotherhood  of  Loco- 
motive Firemen,  and  for  the  last  seven  years  has 
been  a  member  of  Division  No.  135,  Brotherhood  of 
Locomotive  Engineers,  of  Jersey  City.  Mr.  Banta 
ran  the  "E.  B.  Thomas"  on  her  last  trip  on  the  East- 
ern Division,  the  run  being  on  freight  from  Jersey 
City  to  Port  Jervis.  During  all  his  service  as  an 
Erie  engineer  Mr.  Banta  has  had  but  three  days'  lay- 
off, a  record  which  speaks  plainly  as  to  his  value  as  a 
man  and  as  an  engineer.  He  has  had  many  exciting 
experiences  such  as  fall  to  the  lot  of  the  men  of  his 
calling,  but  has  fortunately  escaped  serious  injury. 
Once,  while  he  was  a  brakeman  on  the  Millville  and 
Hawley  branch,  the  engineer  being  Bert  Brewer  and 
his  engine  the  329 — an  old  "Rogers" — the  engineer 
signaled    for   brakes   and   reversed,    just   as   they   were 


coming  into  a  station.  j\Ir.  Banta  put  on  a  few  brakes 
— all  he  could  get  to — and  then  jumped  and  got  up  the 
bank.  There  was  a  frog  and  two  rails  displaced,  and 
the  engine  and  a  few  cars  cleared  the  open  space, 
landing  fairly  on  the  rails  beyond.  After  the  train 
was  stopped  and  backed  up  the  other  cars,  which  had 
been  broken  off,  were  hauled  over  the  opening  safely. 
Another  time  he  was  in  a  wreck  at  Goshen,  while  a 
fireman,  but  again  escaped  scatheless.  On  March  26, 
1879,  Mr.  Banta  married  Miss  Minnie  Geddes,  in  Jer- 
sey City,  and  they  now  live  at  No.  251  Fifth  street  in 
Jersey  City,  their  home  also  being  gladdened  by  the 
presence  of  their  only  daughter,  now  a  young  lady  of 
19.  Mr.  Banta  is  a  fair  representative  of  the  class  of 
men  who  belong  to  the  world  of  action.  He  is  not  a 
dreamer,  but  a  man  who  does  what  is  required  to  be 
done,  does  it  promptly,  and  thinks  about  it  only  as 
a  matter  of  duty — something  to  be  done,  and  to  be 
well  done  and  at  once.  This  is  the  kind  of  man  that 
succeeds,  and  Mr.  Banta's  record  is  that  of  a  man  who 
has  always  succeeded  because  his  head  was  cool  and 
his  brain  clear. 


JAMES   M.   BARRY, 

Carbondale,    Pennsylvania. 

An  engineer  of  sterling  worth  and  a  man  who  is 
popular  with  his  fellow  citizens  and  railroad  associates 
is  James  M.  Barry,  who  for  a  number  of  years  has 
run  freight  engines  on  the  Jefiferson  Division.  Mr. 
Barry  is  the  son  of  John  Barry,  a  machinist  in  the 
employ  of  the  Erie  and  residing  in  Susquehanna,  and 
it  was  in  this  city  on  December  23,  1864,  that  he  was 
born.  Having  secured  a  good  common  school  edu- 
caiton,  he  cast  about  for  a  means  of  earning  a  liveli- 
hood, and  for  a  short  time  drove  a  team  in  Susque- 
hanna. From  that  occupation  he  drifted  to  the  coal 
dock  transfer  of  the  Erie,  where  he  worked  a  short 
time,  being  advanced  to  the  position  of  fireman  in 
1882.  He  applied  himself  to  this  work  with  diligence 
and  in  1888  was  promoted  to  engineer  and  assigned 
to  a  freight  run  on  the  Jefferson  Division.  This  posi- 
tion he  continues  to  fill  acceptably  to  his  superiors,  by 
whom  he  is  highly  regarded.  Mr.  Barry  belongs  to 
Lodge  No.  468,  B.  of  L.  E.,  and  takes  great  interest 
in  the  aflfairs  of  that  order. 


ALBERT  AL  BEAVER. 

Huntington,    Indiana. 

Albert  M.  Beaver,  son  of  Daniel  M.  Beaver,  a 
blacksmith  of  Huntington,  was  born  in  that  city,  April 
6,  1867.  He  attended  school  until  he  was  18,  and 
then  became  an  apprentice  in  his  father's  shop,  after- 


AMICRICAK    LOCOMO'JIVE    ENGINEERS. 


153 


RICHARD  J.   BENSTEAD. 


C.  H.  BEECHING. 


154 


ERIE    RAILWAY    EDITION. 


ward  entering  the  employ  of  the  Chicago  &  Atlantic 
in  the  same  capacity.  In  1887  he  was  promoted  to 
fireman,  and  after  four  years  of  service  was  given  an 
engine.  For  the  past  eight  years  he  has  had  a  freight 
rini  on  the  Erie.  On  November  5.  1893,  he  was  mar- 
ried to  Miss  Ama  K.  Siegmand.  daughter  of  J.  F.  J. 
Siegmand,  a  hotel  keeper  of  Huntington.  The  young 
couple  enjoy  the  friendship  of  a  wide  circle  of  ac- 
quaintances, with  whom  they  are  justly  popular.  Mr. 
Beaver  is  a  member  of  B.  of  L.  E.  Division  221,  and 
Lodge  No.  42,  I.  O.  O.  F.  of  Huntington. 


SAMUEL  W.  BECKHORN, 
Hornellsville,    New    York. 

Samuel  W.  Beckhorn  was  born  in  Chemung  County, 
New  York,  on  December  22,  i860.  His  father  was 
Fred  W.  Beckhorn,  a  farmer  of  that  county,  and  the 
young  man  worked  on  the  farm  and  attended  school 
until  he  was  17  years  of  age.  Shortly  after  leaving 
school  he  secured  a  place  as  a  machinist's  helper  in 
the  shops  of  the  Elmira,  Cortland  &  Northern,  now 
the  Lehigh  Valley,  and  after  working  six  months  he 
left  and  went  to  Chicago,  where  he  worked  as  an 
apprentice  in  the  machine  shop  of  the  American 
Steam  Boiler  Works,  and  then  in  the  Hercules  Iron 
Works  for  two  years.  He  then  went  to  Pennsylvania, 
and,  after  running  a  stationary  engine  for  one  year, 
accepted  a  place  as  fireman  on  the  Erie  in  1883.  He 
fired  four  years  between  Hornellsville,  Dunkirk. 
Bradford  and  Johnsonburg.  receiving  promotion  to 
engineer  in  January,  1887,  since  which  time  he  has  run 
in  the  freight  service,  principally  between  Hornells- 
ville and  Salamanca.  In  January,  1888,  Mr.  Beck- 
horn was  married  to  Miss  Stella  Howe,  daughter  of 
Ransom  Howe,  a  drayman  of  Oswego,  N.  Y.  They 
have  four  children,  Nellie,  aged  11,  and  Walter,  9. 
attending  public  school,  and  Ralph,  aged  5,  and 
Louise,  the  baby.  Mr.  Beckhorn  belongs  to  Lodge 
No.  331,  F.  &  A.  M.;  Steuben  Chapter  No.  loi,  R.  A. 
M.,  and  Hornellsville  Council,  R.  &  S.  M.,  No.  35;  K. 
O.  T.   M.,  and  New  York  Railroad  Club. 


C.   H.   BEECHING, 

Huntington,  Indiana. 

A  careful  and  conservative  engineer,  whose  record 
shows  marked  ability,  is  the  title  that  belongs  to  C. 
H.  Beeching.  During  his  nineteen  years'  connection 
with  the  Erie  he  has  held  the  enviable  distinction  of 
never  costing  the  road  one  cent  by  reason  of  an  acci- 
dent of  any  kind.     He  was  born   in   Tolland   County, 


Connecticut,  in  May.  185 1,  and  acquired  a  common 
school  education  in  the  schools  of  Union,  the  home 
of  his  father,  who  was  the  proprietor  of  a  saw  mill 
and  lumber  yard  at  that  place.  He  left  school  at  the 
age  of  14,  and  for  several  years  was  engaged  in  the 
work  of  a  sailor  upon  vessels  plying  between  Buffalo, 
Chicago  and  other  ports  of  the  Great  Lakes.  In  1869 
he  tired  of  his  roving  life  and  returned  home  to  ac- 
ce|)t  a  position  as  head  sawyer  in  C.  E.  Briant's  mill. 
After  ten  years  of  this  work  he  again  changed  his  vo- 
cation, and  accepted  a  position  as  engine  watchman 
on  the  Chicago  &  Atlantic,  under  Simms  &  Dawson, 
constructors  of  the  road.  He  was  promoted  to  fire- 
man under  Master  Mechanic  Ackley,  and  fired  suc- 
cessively two  years  on  freight  and  two  years  on  pas- 
senger. While  engaged  as  fireman  he  had  the  honor 
of  firing  the  first  freight  train  out  of  Chicago  on  the 
Chicago  &  Atlantic.  The  train  was  known  as  No. 
84.  being  in  charge  of  Engineer  J.  Welch,  and  the 
run  from  Chicago  to  Huntington  consumed  between 
twelve  and  fourteen  hours.  In  1887  he  was  promoted 
to  engineer,  and  has  been  engaged  in  the  freight  serv- 
ice until  recently,  when  he  was  promoted  to  the  extra 
passenger  list.  One  evidence  of  his  ability  was  shown 
when  he  took  the  "New  Y'ork  Flyer,"  with  a  heavy 
train  of  five  cars,  from  Huntington  to  Chicago,  mak- 
ing up  thirty-five  minutes  and  arriving  in  Chicago  on 
time.  He  was  heartily  congratulated  by  his  superiors 
for  this  fine  run,  and  on  other  occasions -has  shown 
that  he  can  rise  to  the  need  of  the  moment.  He  was 
married  November  10,  1875,  to  Miss  Ida  Bristo,  daugh- 
ter of  Jefferson  Bristo,  of  Huntington,  Ind.  They 
have  had  five  children,  four  daughters  and  one  son. 
Nina  Aretta,  20  years  of  age,  is  a  graduate  of  Hunt- 
ington High  School  and  Huntington  Business  Uni- 
versity; Chester  Earl  died  at  the  age  of  7;  Mary  Ellen, 
aged  15.  is  attending  High  School,  as  is  Casette  May, 
aged  13;  Mildred  Wilina,  aged  2,  is  the  baby  and  pet 
of  the  household.  Mr.  Beeching  owns  a  pleasant 
home  on  East  State  street,  and  is  an  honored  resident 
of  Huntington.  He  is  a  member  of  B.  of  L.  E.  Divi- 
sion 221,  and  Masonic  Lodge  no  of  Huntington. 


GILBERT  B.  BENSON, 
Meadville,  Pennsylvania. 

The  son  of  Neal  S.  Benson,  a  blacksmith,  Gilbert 
6.  Benson  was  born  in  Ellenville.  N.  Y.,  January  7, 
1852.  After  leaving  school  his  first  work  was  as  a 
hotel  clerk  at  Meadville,  beginning  his  railroad  career 
on  the  Atlantic  &  Great  Western  in  August,  1877,  as 
a  fireman.  He  was  promoted  to  engineer  in  August, 
1883,  and  now  runs  the  local  trains  37  and  38.  being  oc- 
casionally called  for  extra  passenger  duty.     Mr.   Ben- 


AMERICAN    LCCOAIOTIVE    ENGINEERS. 


15> 


S'    -*** 


LOUIS    BERGE. 


H.   D.    BICKNELD. 


156 


ERIE    RAILWAY    EDITION. 


son  was  married  June  9,  1875,  to  Miss  Annie  B. 
Smith  of  Franklin,  Pa.  He  owns  some  well-improved 
property  in  Meadville  and  is  a  member  of  Lodge  No. 
43,  B.  of  L.  E.,  and  Crawford  Lodge  No.  164,  K.  of  P. 


ASA   BELL. 
Port  Jervis,   New  York. 

Many  men  miss  their  calling  when  they  first  take 
up  the  serious  problem  of  life;  some  are  content  with 
partial  success  and  go  on  year  after  year  working 
against  odds;  others  realize  their  mistake  and  cast 
about  for  the  occupation  that  is  peculiarly  suited  to 
them.  Of  this  last  class  of  men  is  Asa  Bell,  who  was 
born  in  Rockland  County,  New  York,  February  25. 
1864.  He  left  school  at  the  age  of  12  and  worked  in 
a  grocery  store  for  three  years,  and  then  tried  the 
painter's  trade  for  a  while.  September  i,  1885,  he 
took  service  as  a  fireman  on  the  Erie,  firing  an  en- 
gine, 549,  for  Charles  Angle.  From  the  very  first  it 
was  evident  that  he  was  in  his  element,  and  after  a  suc- 
cessful service  of  four  years  he  was  promoted  to  en- 
gineer on  December  i,  18S0,  and  given  engine  551. 
Since  that  time  he  has  been  continuously  in  the 
road's  service  running  freight,  and  has  clearly  demon- 
strated his  entire  fitness  for  the  responsible  position  he 
has  been  assigned.  On  October  6,  1887,  Mr.  Bell  was 
united  in  marriage  to  Miss  Jennie  McNerney,  and 
they  have  one  child,  a  fine  little  boy  of  3  years.  Mr. 
Bell  is  a  member  of  the  Jersey  City  Lodge,  B.  of  L.  E., 
and  is  highly  respected  by  his  many  friends. 


RICHARD  J.  BENSTEAD, 
Buffalo,  New  York. 

Richard  J.  Benstead  was  born  in  Buffalo,  N.  Y., 
on  July  17,  1855,  being  the  son  of  Richard  Benstead,  a 
blacksmith  of  that  city.  On  leaving  school  after  ac- 
quiring a  good  common  school  education,  he  assisted 
his  father  at  blacksmithing  a  while  and  also  engaged 
in  truck  farming  and  other  avocations.  In  1873  he  be- 
came an  employe  of  the  King  Iron  Works  Company 
of  Buft'alo,  working  under  instructions  in  the  ma- 
chine shop  one  year.  In  April,  1874,  he  secured  a 
position  as  engine  wiper  in  the  Erie's  Buffalo  roun<l- 
house,  and  after  a  year  of  this  work  he  was  ad- 
vanced to  fireman  and  given  a  run  on  freight  between 
Buffalo  and  Jamestown.  So  eflncientlj'  did  he  perform 
his  duties  that  in  two  years  he  was  given  a  passenger 
run.  which  promotion  was  followed  a  year  later  by 
his    advancement    to    the    responsible    position    of   en- 


gineer. Since  that  time,  June,  1878,  he  has  run  con- 
tinuously in  the  freight  service,  with  occasional  extra 
passenger  work,  his  run  now  being  the  local  freight 
between  Buffalo  and  Jamestown.  On  March  14,  1880, 
Mr.  Benstead  was  united  in  marriage  to  Miss  Frances 
Bishop,  daughter  of  Henry  Bishop,  a  blacksmith  of 
Buffalo.  Mrs.  Benstead,  a  charming  and  vivacious 
lady,  is  a  prominent  member  of  the  Rebecca  Lodge 
of  Buffalo,  the  Fraternal  Insurance  Union  and  Buf- 
falo Division  No.  232,  G.  I.  A.  Mr.  Benstead  belongs 
to  Lodge  No.  15,  B.  of  L.  E.;  Lodge  341,  I.  O.  O.  F., 
and  Lodge  30,  A  O.  U.  W.  Both  he  and  his  wife  are 
members  of  the  Baptist  Church,  and  are  prominent  in 
religious  and  social  circles,  and  their  pretty  home  at 
595  Fulton  street  is  widely  known  for  its  hospitality. 


LOUIS   BERGE. 
Chicago,    Illinois. 

Louis  Berge  was  born  in  Chicago,  111.,  September  i", 
1861,  and  is  tlie  son  of  Henry  Berge,  a  butcher  of 
Chicago.  After  securing  a  common  school  educa- 
tion, Mr.  Berge,  at  the  age  of  14,  accepted  a  position 
in  a  cotton  mill  at  Brighton  Park,  a  suburb  of  Chi- 
cago, where  he  worked  a  month,  resigning  to  enter 
the  service  of  the  George  W.  Swift  Company  at  the 
stock  yards.  He  worked  at  various  things  for  this 
company  until  1878,  when  he  resigned  and  entered  the 
employ  of  the  Baltimore  &  Ohio  Railroad.  In  1879 
he  returned  to  the  Swift  Company,  for  whom  he 
worked  as  a  switchman  until  1881,  when  he  left  to  work 
as  a  switchman  in  the  Nickel  Plate  yards  at  Stony 
Island.  He  was  with  this  company  for  a  year,  when 
he  returned  again  to  the  Swift  Company  and  worked 
in  the  coolers  until  1885,  then  securing  a  position  as 
fireman  on  the  Erie.  He  served  in  this  capacity  until 
January  i,  1891,  on  which  date  he  was  promoted  to 
engineer;  and  for  the  past  ten  years  has  run  a  day 
switch  engine  in  the  Chicago  yards,  and  by  his  faith- 
ful and  ef-ficient  services  has  won  a  place  of  high  re- 
gard with  his  superiors  on  this  division.  On  Septem- 
ber 14,  1884,  Mr.  Berge  was  married  to  Miss  Lizzie 
Cheasa,  daughter  of  John  Cheasa  of  Chicago.  They 
have  a  family  of  five  interesting  children,  the  mem- 
bers of  which  are  Katie,  aged  IS;  Annie,  13;  Isabell, 
II,  all  of  whom  are  attending  school;  the  others  being 
Floyd  and  Clinton.  Mrs.  Berge  is  a  member  of  Elec- 
tric Tent,  Ladies  of  the  ^Maccabees,  while  Mr.  Berge 
is  affiliated  with  Lake  Division  No.  .^oa,  B.  of  L.  E.; 
Lodge  690,  F.  &  A.  M.,  and  Lodge  176,  R.  A.  M.  He 
owns  a  nice  two-story  residence  at  5237  Union  ave- 
nue, and  is  one  of  the  foremost  citizens  of  his  com- 
niunitv. 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


157 


AT>LEN    B.    BISSELL. 


EDWARD    D.    Br>Ai;K 


158 


ERIE    RAILWAY    EDITION. 


JOHN  WILLIAM  BERNARD. 

Hornellsvilk',    New    York. 

Born  in  Perry.  N.  Y.,  on  August  14,  1859,  John 
Wiliani  Bernard  began  his  railroad  career  on  Septem- 
ber I,  1883,  as  a  fireman  on  the  Allegheny  Division  of 
the  Erie.  His  promotion  to  engineer  occurred  in  Oc- 
tober, 1887,  since  which  time  he  has  run  in  the  freight 
service  and  has  been  remarkably  successful  in  his 
work.  He  has  a  regular  engine,  the  1065.  but  at  the 
time  this  data  was  gathered  he  was  running  on  the 
rounds.  Mr.  Bernard  belongs  to  Lodge  No.  47,  B. 
of  L.  E.,  and  was  married  on  Christmas  day,  1880,  to 
Mary  E.  Nugent  of  Alexandria,  N.  Y.  They  have  an 
interesting  family  of  three  children.  Catherine.  Edward 
and   Tohn  Rollins. 

HIRAM  D.  BICKNELL, 
Hornellsville,  New  York. 

Hiram  D.  Bicknell  was  born  in  Tioga,  N.  Y.,  on 
October  21,  1837,  and  his  father  was  Dana  Bicknell, 
a  farmer,  who  was  also  a  sub-contractor  on  the  con- 
struction of  the  Erie,  between  Owego  and  Corning,  in 
1848.  The  young  man  drove  a  team  at  the  age  of  12 
during  the  building  of  the  Erie,  and  later  left  school 
at  the  age  of  16  to  team  again  for  his. father,  entering 
upon  his  railroad  career  in  the  fall  of  1855  as  a  brake- 
man  on  the  Susquehanna  Division  of  the  Erie.  After 
a  year  in  this  branch  of  the  work  he  was  advanced 
to  fireman,  and  served  two  years  on  freight  and  four 
years  on  passenger,  running  on  the  same  division. 
He  was  promoted  to  engineer  in  June,  1862,  and  ran 
in  the  freight  service  until  December,  1867,  when  he 
went  to  the  Northern  Central  Railroad  as  an  engineer, 
returning  to  the  Erie  in  1869.  In  i8gi  he  was  ad- 
vanced to  passenger  and  for  three  years  pulled  trains 
7  and  10.  In  1894  he  was  given  trains  5  and  8,  the 
New  York  and  Chicago  Flyer,  and  has  had  this  run 
for  the  past  five  years.  The  importance  of  Mr.  Bick- 
nell's  run  is  silent  testimony  of  the  Company's  regard 
for  his  qualities  as  an  engineer,  while  personally  he 
has  the  esteem  and  friendship  of  all.  During  his  ca- 
reer as  an  engineer  he  has  had  but  one  bad  wreck, 
that  being  a  head-end  collision  at  Chemung  Junction 
in  1862,  in  which  both  engines  and  fifteen  cars  were 
burned  on  account  of  a  car  of  oil  which  was  next  to 
Mr.  Bicknell's  engine — an  old  wood  burner — taking 
fire.  Mr.  Bicknell  was  married  on  October  31,  1861, 
to  Miss  Jane  Scott,  daughter  of  Wiliam  Scott  of  Hor- 
nellsville. Twelve  children  have  been  born  to  them, 
eight  of  whom  are  living.  Carrie  M.  is  the  wife  of 
Mr.  Jackson,  a  photographer  of  Newton,  N.  J.;  Stella 
N.    resides    at    home;    Hiram    D.,    Jr.,    aged   20,    is    a 


brakeman  on  the  Erie;William  Lewis,  aged  17,  is  an 
apprentice  in  the  Erie  shops  at  Hornellsville;  Mary 
J.,  Boyd,  Benjamin  Harrison,  and  Earl  are  attending; 
public  school;  Charles  P.  and  Scott,  both  of  whom 
were  firemen  on  the  Erie,  died  at  the  age  of  ig  and 
22  respectively;  Eva  Jane  and  Ralph  Waldo  both  died 
in  infancy.  Mrs.  Bicknell  is  affiliated  with  the  Pro- 
tective Legion,  while  Mr.  Bicknell  belongs  to  Maple 
City  Lodge  No.  16,  A.  O.  U.  W.  He  owns  a  fine  resi- 
dence at  7  Mill  street,  and  is  regarded  as  one  of  Hor- 
nellsville's  best  citizens. 


WILLIAM   A.   BEIL, 

New  Castle,   Pennsylvania. 

Farming  claimed  the  youthful  attention  of  William 
A.  Beil,  he  having  been  the  son  of  Thomas 
Be;!,  a  farmer  of  Hamburg,  Pa.  ^Mr.  Beil  was 
born  in  that  town  on  July  3,  i860,  and  attended  school 
until  he  was  12  years  of  age.  He  then  went  to  work 
on  his  father's  farm,  and  after  four  years  of  hard  work 
took  a  position  in  a  brick  yard  at  State  Line,  Ohio, 
w-herc  he  worked  two  years.  He  then  returned  to 
Hamburg  for  a  while,  securing  a  place  as  engine  wiper 
on  the  P.,  B.  &  L.  E.,  which  he  held  eighteen  months. 
He  was  then  advanced  to  work  in  the  roundhouse  for 
two  years,  entering  the  service  of  the  Erie  on  August 
15,  1888.  Mr.  Beil  was  promoted  to  engineer  Sep- 
tember I,  1897,  and  after  running  regular  a  while  was 
put  on  the  extra  list,  having  regular  work  as  a  fireman 
in  the  meantime.  He  was  married  on  March  2,  1882, 
to  Miss  Jennie  Snyder,  the  handsome  and  accom- 
plished daughter  of  David  Snyder,  a  butcher  of  Ham- 
burg. Pa.,  and  they  have  one  daughter,  Olive,  aged  16, 
a  graduate  of  the  New  Castle  High  School.  Mr.  Beil 
is  a  member  of  the  B.  of  L.  E.  No.  199,  and  stands 
high   in  railroad  circles. 


NICHOLAS   BIGGS, 

Paterson,  New  Jersey. 

When  a  man  achieves  the  distinction  of  having  a 
nickname,  it  is  an  open  sign  to  the  world  that  he  is 
popular,  and  that  he  possesses  that  cheery  disposition 
that  makes  every  man  his  friend.  Ask  any  railroad 
man  on  the  New  York  Division  whether  he  knows 
Mr.  Nicholas  Biggs,  and  he  will  scratch  his  head  in 
perplexity  for  some  time  before  answering;  but  ask 
him  if  he  knows  "Big  Nick"  and  immediately  he  will 
answer  "Y'es,"  and  also  volunteer  the  information  that 
this  same  "Big  Nick"  is  one  of  the  most  popular  en- 
gineers on  the  line.     Mr.   Biggs  was  born  in  Newark, 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


159 


CHARLES  E.  BLISS. 


CHARLES    W.    BLIZARD. 


160 


ERIE    RAILWAY    EDITION. 


N.  J.,  on  March  17,  1851,  and  his  father  was  John 
Biggs,  a  cooper  of  that  place.  After  leaving  school 
the  young  man  became  a  seaman,  and  for  a  number 
of  years  was  in  the  employ  of  merchant  vessels  on 
the  Atlantic.  In  1875  he  left  the  sea  for  good,  and 
on  June  9  of  that  year  secured  a  position  as  brake- 
man  on  the  Erie,  in  which  capacity  he  served  for 
twelve  years.  In  1887  he  was  transferred  to  the  en- 
gine as  fireman,  running  between  Paterson  and  Port 
Jervis  for  a  while;  and  for  the  balance  of  the  period 
as  fireman  he  ran  between  Port  Jervis  and  Jersey  City. 
In  September,  1891,  he  was  promoted  to  engineer, 
and  for  a  number  of  years  ran  as  extra  in  the  freight 
service  on  the  New  York  Division,  being  transferred 
to  a  switch  engine  in  the  Paterson  yards  some  years 
since,  where  he  continues  at  the  present  time.  On 
January  10,  1878,  Mr.  Biggs  was  married  to  Miss 
Mary  Sharkey  at  Newark,  N.  J.,  she  being  the  daugh- 
ter of  John  Sharkey,  a  school  teacher  of  Ireland. 
They  have  a  charming  family  of  five  children,  the 
members  of  which  are  Mary,  Theresa,  Lizzie,  Kate 
and  Nicholas,  Jr.  Lizzie  is  the  wife  of  John  McDer- 
mott,  a  silk  weaver  of  Paterson.  Mr.  Biggs  is  a  mem- 
ber of  the  Order  of  Red  Men,  and  is  regarded  highly 
by  his  fellow  citizens  in  Paterson.  ?ilrs.  Biggs  is  a 
member  of  the  Women's  Legion,  and  is  an  earnest 
worker  in  that  order. 


ALLEN  B.  BISSELL, 

Cleveland,  Ohio. 

Allen  B.  Bissell  w^as  a  member  of  Company  K,  12th 
Regiment,  Vermont  volunteers,  and  during  the  year 
he  served  as  a  soldier  in  the  War  of  the  Rebellion  he 
was  on  duty,  but  did  not  participate  in  any  promi- 
nent battles.  He  was  born  in  Rutland,  Vt.,  August 
4,  1841,  and  worked  on  a  farm  summers  and  attended 
school  winters  until  he  was  19  years  of  age.  Two 
years  later  he  enlisted  as  a  soldier,  and  when  his  regi- 
ment was  mustered  out  in  1863,  he  returned  to  farm- 
ing and  followed  that  avocation  till  1865,  when  he 
went  to  work  as  a  section  hand  on  the  "Big  Four." 
He  held  this  position  but  three  weeks,  having  secured 
a  position  as  fireman  on  the  Atlantic  &  Great  West- 
ern. In  May,  1865.  he  began  his  career  as  a  fireman 
under  Fred  Ford,  Master  Mechanic  of  the  Mahoning 
Division,  and  after  one  year  on  freight  and  two  on 
passenger  he  was  promoted  to  engineer,  October  16, 
1868.  He  ran  a  yard  engine  for  a  week  and  then  took 
the  pusher  on  Randall  Hill  for  six  months,  when  he 
was  advanced  to  road  work  in  the  freight  service,  at 
which  he  worked  for  twelve  years.  In  1881  he  was 
advanced  to  passenger  work  and  since  that  time  he 
has    gradually    been    promoted    in    the    importance    of 


his  runs  until,  for  the  past  eight  years,  he  has  been 
running  trains  Nos.  21  and  20.  Mr.  Bissell  has  the 
distinction  of  being  one  of  the  best  engineers  on  the 
Mahoning  Division,  and  his  face  is  familiar  to  every 
frequent  traveler  between  Cleveland  and  Y'oungstown. 
There  are  but  four  older  men  on  the  Division,  and  he 
is  highly  respected  by  his  superiors,  while  from  his 
associates  nothing  is  heard  save  praise  and  good 
words.  Mr.  Bissell  has  had  a  decidedly  eventful  career 
in  the  cab,  and  some  of  his  escapes  in  accidents  have 
been  nothing  short  of  miraculous.  While  firing  an 
engine  known  as  the  "Governor  Todd,"  he  went  to  the 
roundhouse,  and  after  getting  the  engine  ready  was 
about  to  take  it  out  to  hitch  to  the  train  when  word 
was  brought  him  that  his  wife  was  suddenly  taken 
seriously  ill.  Mr.  Bissell  went  home  and  another  fire- 
man took  his  place,  and  six  miles  out  of  the  city,  at 
Newburg,  the  engine  blew  up.  killing  both  engineer 
and  fireman.  At  another  time,  when  he  laid  off  from 
his  regular  run,  the  engine  ran  ofT  a  sw'itch  at  Man- 
tua and  turned  bottom  side  up  in  the  river.  The  en- 
gineer jumped  and  escaped  injury,  while  the  fireman 
went  down  with  the  engine  and  was  seriously  hurt. 
At  Geauga  Lake,  on  February  22,  1869,  while  pulling 
freight,  he  ran  into  a  broken  down  train  that  was  not 
protected  by  flags.  The  engine  struck  the  rear  of 
the  train  and  turned  over  in  the  ditch.  Mr.  Bissell 
jumped  and  escaped  with  slight  injuries.  While  run- 
ning passenger  he  struck  a  freight  train  which  had 
taken  the  siding  at  Niles  and  was  not  in  the  clear.  Mr. 
Bissell  saw  the  danger,  but  it  was  too  late  to  keep 
the  momentum  of  his  train  from  driving  the  engine 
against  the  protruding  car,  and  although  the  engine 
was  badly  used  up  he  stuck  to  his  post  and  happily 
escaped  all  injury,  being  nearly  buried  in  shelled  corn 
from  the  wrecked  freight  cars,  and  which  perhaps 
helped  save  him.  In  July,  1897,  he  "sidewiped"  a 
freight  train  at  Warren,  tearing  the  cab  of  his  engine 
to  pieces.  His  fireman  jumped,  but  Mr.  Bissell  re- 
mained at  the  throttle  and  again  escaped  injury.  It 
is  a  pleasure  to  state  that  none  of  these  accidents 
were  the  result  of  carelessness  or  lack  of  judgment  on 
the  part  of  Mr.  Bissell,  and  he  has  never  been  called 
up  for  explanation  on  any  score  or  censured  by  the 
officials.  He  is  a  member  of  Devereaux  Lodge  No. 
167,  B.  of  L.  E.,  and  has  been  for  twenty-nine  years, 
always  taking  a  great  interest  in  everything  that  per- 
tains to  the  order.  He  was  married  January  26.  1863, 
to  Isliss  Loretta  Waterhouse  of  Rutland.  \t.,  and 
three  children  have  been  born  to  them.  Their  only 
son  has  been  dead  a  number  of  years,  while  both 
daughters  are  married  and  living  in  Cleveland.  Mr. 
and  Mrs.  Bissell  reside  in  a  very  pleasant  home  on 
Brevier  street,  and  are  highly  esteemed  by  their  neigh- 
bors and  friends. 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


161 


GEORGE  L.  BODLEY. 


FRANK  H.  BOGARDUS. 


1«2 


ERIE    RAILWAY    EDITION. 


EDWARD   D.    BLACK, 

Waldwick.   New  Jersey. 

Edward  D.  Black  was  born  at  Franklin  Furnace  in 
1841,  but  was  brought  up,  from  the  age  of  3  years,  in 
Paterson,  New  Jersey,  where,  after  leaving  school  and 
up  to  the  age  of  18  he  worked  in  a  cotton  mill.  At  the 
latter  age  he  began  his  railroad  career  as  fireman,  and 
a  little  later  was  made  bridge-tender  of  the  Hacken- 
sack  bridge,  remaining  in  that  position  for  fifteen 
months,  when  he  returned  to  his  work  as  a  fireman 
for  Fred  Heisman,  firing  a  wood-burner  for  two  years. 
Then,  after  firing  for  Carlough  for  two  years,  he  was 
given  charge  of  the  "Old  York,"  and  switched  on 
the  Jersey  City  docks  for  three  years,  when  he  was 
given  extra  freight  on  the  road,  afterward  having  the 
"pick-up"  run.  Jersey  City  to  Suffern,  with  engine 
355.  Following  this  he  was  in  charge  first  of  a 
gravel  train  and  then  of  the  milk  train,  and  was  then 
put  on  the  Newark  branch  passenger,  where  he  ran 
the  last  broad  gauge  and  the  first  narrow  gauge  train 
between  Paterson  and  Jersey  City,  his  broad  gauge 
engine  being  the  147  and  his  narrow  gauge  engine  the 
179.  After  having,  successively,  the  run  between  Jer- 
sey City  and  SutTcrn  and  the  run  between  Jersey  City 
and  Waldwick,  Mr.  Black  now  has  a  double  run,  be- 
tween Jersey  City  and  Suffern,  and  the  former  place 
and  Waldwick  every  day,  his  engine  being  No.  471. 
class  M,  a  Soule  engine.  It  is  not  to  be  supposed 
that  all  these  years  of  constant  service  have  been 
passed  by  Mr.  Black  without  some  exciting  experi- 
ences. One  time  his  engine  jumped  the  track,  near 
Morris  and  Essex  Junction,  the  fireman  jumping.  Mr. 
Black  remained  on  his  engine,  was  covered  with  coal 
and  water,  but  escaped  unhurt,  though  he  rolled  into 
the  ditch  with  his  engine,  and  the  ground  being  for- 
tunatelj'  soft  mud  the  engine  even  was  not  injured. 
At  another  time  he  ran  into  a  soldier  train  at  Pater- 
son, every  one  jumping  but  himself,  but  as  before  he 
escaped  without  injury.  In  1865.  at  Paterson,  Mr. 
Black  married  Miss  Leah  Van  Houten,  a  happy  mar- 
riage, blessed  with  three  children:  Frederick  Ernest, 
now  at  Hornellsville;  Eva.  taken  away  by  death  at 
17.  and  Nora.  On  April  17.  18S0,  while  driving  with 
his  wife,  his  horse  became  frightened  by  a  moving 
train  and  ran  away,  throwing  them  both  out,  and  in- 
juring l\Irs.  Black  so  severely  that  she  died  from  the 
results,  though  not  till  the  7th  of  December  follow- 
ing. He  was  himself  so  severely  injured  as  to  be  for 
many  hours  unconscious,  and  was  for  a  long  time  un- 
able to  resume  his  place  in  the  cab.  On  June  27, 
188.3,  Mr.  Black  was  married  to  Miss  Mary  E.  Welsher 
of  Edgewatcr,  and  they  have  two  children,  Florence 
and  Ruth,  both  of  whom  are  yet  residing  with  them  in 


their  own  home  at  Waldwick.  Mr.  Black  has  been  a 
member  of  the  Brotherhood  since  1868,  at  that  time 
joining  Division  54,  at  Port  Jervis,  and  subsequently 
transferring  to  Division  135,  at  Jersey  City.  He  has 
never  had  his  run  come  in  such  shape  so  that  he  could 
be  able  to  hold  office  in  his  Division.  He  has  never 
taken  interest  in  politics,  having  been,  as  he  says, 
"in  the  railroad  business  straight,"  and  from  his  vig- 
orous frame  one  may  well  believe  that  he  will  so  con- 
tinue for  manv  useful   vears. 


FREDERICK  E.  BLAKE. 

Hornellsville,   New   York. 

Frederick  E.  Blake,  a  popular  and  efficient  engineer 
of  tlie  Erie,  was  born  in  Greenwood,  Steuben  County, 
New  York,  on  June  30,  1863.  He  left  school  at  the 
age  of  13,  but  attended  during  winter  after  that,  his 
time  being  employed  during  the  summer.  In  the 
fall  of  1887  he  secured  a  position  as  fireman  on  the 
Erie,  and  for  two  years  and  seven  months  served  in 
that  capacity  on  the  Susquehanna  Division,  running 
on  the  Wells-Fargo  express  part  of  the  time.  He  was 
promoted  on  June  19.  1890.  and  is  now  running  in  the 
freight  service.  Mr.  Blake  joined  the  B.  of  L.  E. 
some  three  years  ago  and  takes  great  interest  in  the 
affairs  of  that  order.  He  has  been  exceedingly  for- 
tunate during  the  nine  years  he  has  been  running, 
having  no  accidents  worthy  of  note,  and  has  never  in- 
jured any  one. 


CHARLES  E.  BLISS, 

Carbondale,    Pennsylvania. 

The  adage  of  "like  father,  like  son"  is  verified  in  the 
life  of  Charles  Bliss,  son  of  Azro  Bliss,  an  Erie  en- 
gineer. Charles  was  born  in  Deposit,  N.  Y.,  April 
23,  1864,  and  after  attending  school  until  he  had  ac- 
quired a  good  common  school  education,  started  in 
on  his  railroad  career.  With  the  advantage  of  the 
advice  of  a  father,  who  was  a  fine  engineer,  the  young 
man  began  at  the  bottom  and  learned  each  succes- 
sive step  so  thoroughly  that  he  was  promoted  to  en- 
.gineer  at  the  extremely  youthful  age  of  22.  His  first 
work  was  as  a  wiper  in  the  Erie  roundhouse  at  Sus- 
quehanna, and  after  a  year  he  went  to  calling  engine 
crews.  At  the  age  of  18  he  was  deemed  strong  enough 
to  fire  and  his  appointment  to  that  position  followed 
immediately  after.  After  four  years  of  efficient  serv- 
ice he  passed  a  high  examination  and  was  given  an 
engine  in  the  freight  service  on  the  Jefferson  Division. 
Mr.   Bliss  has  been  running  for  thirteen  years,  and  is 


A^rKRICAN    LOCOMOTIVE    ENGINEERS. 


163 


ENOS   BOLTON. 


C.    E.    HODTH. 


164 


ERIE    RAILWAY    EDITION. 


regarded  as  one  of  the  best  freight  engineers  on  the 
division,  having  many  times  demonstrated  that  the 
promotion  of  a  young  man  to  such  an  important  posi- 
tion is  no  mistake,  when  he  is  so  highly  qualified  to 
hold  it.  January  6,  1886,  Mr.  Bliss  was  united  in 
marriage  to  Miss  Stella  E.  Robbins,  daughter  of 
Ephriam  Robbins  of  Binghamton,  and  they  have  one 
daughter,  Minnie,  a  bright  miss  of  9,  who  is  attend- 
ing school,  and  who  is  a  favorite  in  her  class.  Mr. 
Bliss  is  a  member  of  Susquehanna  Division  No.  137, 
B.  of  L.  E.,  and  has  held  various  subordinate  offices 
in  that  lodge.  Mrs.  Bliss  is  affiliated  with  the  Dia- 
mond Lodge  No.  6,  Auxiliary  of  the  B.  of  L.  E.  of 
Susquehanna.  They  are  a  hospitable  couple  who  en- 
tertain handsomely  and  often,  and  are  favorites  with 
all   who  know   them. 


CHARLES  W.  ELIZARD, 

Jersey  City,  New  Jersey. 

Born  in  Minnesink,  Orange  County,  New  York,  on 
September  10,  1844,  Mr.  Blizard  attended  school  until 
his  17th  year,  and  in  1862  enlisted  in  the  20th  Independ- 
ent Battery  of  Light  Artillery.  New  York  Volunteers, 
for  three  years  of  the  war,  remaining  for  three  years, 
passing  the  first  part  of  that  time  at  Fortress  Monroe, 
and  the  last  year  and  a  half  on  detached  service  in 
New  York  City,  as  message  boy  for  General  John  A. 
Di.x.  He  was  never  wounded,  and  was  mustered  out 
in  August,  1865,  at  the  conclusion  of  his  term  of  serv- 
ice. Following  this  he  entered  the  employ  of  the 
Orange  County  Dairy  Company,  driving  wagon  for 
them  until  1869,  when  he  went  to  work  on  the  Erie, 
firing  a  wood-burner  on  construction  train  for  a  year; 
then  was  on  freight,  firing  for  J.  W.  Rosencrans  a  short 
while,  after  this  firing  for  Ed  Haggerty  for  eight 
months  and  for  Clark  Caskey  in  1871  and  a  part  of 
1872,  being  promoted  on  December  7  of  that  year  to 
the  charge  of  an  engine,  and  given  an  extra  freight 
run,  which  he  kept  for  three  months,  then  taking  the 
old  Danforth  &  Cooke  '"swallow  tail"  No.  245,  on 
regular  freight.  In  1880  he  was  sent  from  Port  Jervis 
to  Paterson  to  take  charge  of  a  construction  train, 
which  he  kept  through  1881  and  a  part  of  1882,  being 
then,  on  completion  of  the  work,  sent  to  the  Saddle 
River  oil  works  to  do  switching  until  1883.  He  then 
had  a  regular  freight  run  until  March  17,  1884,  when 
he  took  the  passenger  run  between  Suffern  and  Jer- 
sey City,  changing  from  this  in  1887  to  the  run  be- 
tween Paterson  to  Jersey  City  until  1890,  going  then 
to  the  main  line,  where  he  remained  until  July  13. 
1898,  at  which  time  he  was  transferred  at  his  own  de- 
sire to  the  SufTern  run,  which  he  still  retains,  his 
present   engine   being  a   cross   compound   Cooke,   No. 


469,  the  only  engine  of  the  kind  upon  the  system.  Mr. 
Blizard  was  married  at  Waverly,  N.  Y.,  in  1870,  to 
Miss  Mary  J.  Casterline,  who  died  in  1874,  and  in 
1878  he  was  married  to  Miss  Carrie  Kunkel  of  Port 
Jervis,  N.  J.,  at  that  place,  with  whom  he  is  still  hap- 
pily living  at  their  own  home  at  No.  261  Ninth  street, 
Jersey  City,  their  home  being  shared  by  their  daugh- 
ter. A  member  of  Division  54,  Brotherhood  of  Loco- 
motive Engineers  of  Port  Jervis.  and  also  a  member 
of  the  Masonic  fraternity,  Mr.  Blizard  has  never 
sought  for  office  in  either  organization.  He  is  identi- 
fied with  no  other  orders,  and  does  not  interest  him- 
self in  politics  further  than  to  fulfill  the  duty  of  a  good 
citizen  at  the  polls.  Both  himself  and  the  members 
of  his  family  are  members  of  the  Park  Reformed 
Church  at  Jersey  Citj-.  Surely  Mr.  Blizard  has  been 
one  of  the  most  fortunate  men  on  the  road  as  to  acci- 
dents, but  it  is  usually  found  that  those  engineers 
whose  record  is  the  clearest  in  regard  to  accidents  are 
also  those  who  are  known  to  exercise  the  best  care  and 
the  best  judgment.  That  such  is  his  case  is  well  shown 
by  the  fact  that  during  all  his  long  and  widely  varying 
service  no  more  serious  accident  has  come  to  him 
than  the  smashing  of  a  brake-beam.  This  is  surely  an 
enviable  record.  He  wears  his  years  well,  and  bids 
fair  to  add  many  years  of  faithful  service  to  the  many 
already  placed  to  his  credit,  and  he  has  many  friends 
who  cordiallv  wish  to  see  this  realized. 


E.  S.  BLOCKER, 

Huntington,  Indiana. 

Among  the  Erie  engineers  who  make  their  home  in 
Huntington  there  are  none  more  highly  respected  nor 
who  stand  higher  in  the  esteem  of  the  officials  than  E. 
S.  Blocker,  who  has  a  run  on  the  fast  passengers,  Nos. 
T3  and  12.  The  son  of  Sherman  Blocker,  an  attorney 
of  Medina  County,  Ohio,  he  was  born  in  Wadsworth. 
that  state,  July  14,  1849.  He  received  both  a  common 
and  high  school  education,  and  at  a  very  tender  age 
began  work  with  a  construction  crew  on  the  A.  &  G. 
W.  After  three  months  of  this  work  he  went  with  a 
civil  engineer  corps,  and  when  the  Erie  was  com- 
pleted he  secured  a  position  as  brakeman.  which  he 
held  for  two  and  one-half  years.  In  1867  he  was  trans- 
ferred to  the  mechanical  department  by  Master  Me- 
chanic Hill,  and  for  the  ensuing  three  years  fired  for 
Engineer  B,  C.  Bosworth  between  Kent  and  Gabon. 
In  1871  he  was  promoted  to  engineer,  but  in  1875  he 
resigned  to  accept  a  position  with  Chambers  &  Com- 
pany of  Cleveland  as  Chief  Engineer  of  their  plant  at 
Akron.  He  held  this  place  two  years,  leaving  to  ac- 
cept a  place  as  Engineer  under  Master  Mechanic  Allen 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


165 


C.   G.    BOSWOKTH. 


F.   C.    BOUGHTON. 


166 


ERIE    RAILWAY    EDITION. 


Cook,  and  worked  on  construction  train  on  Chicago  & 
West  Indiana,  virtually  building  that  road  between 
Chicago  and  Hammond,  Indiana.  In  the  spring  of 
1883  he  received  an  offer  from  Master  Mechanic  Ack- 
ley  of  the  Erie  and  he  returned  to  the  employ  of  that 
company.  He  was  assigned  to  the  freight  service  at 
first,  but  as  his  ability  was  proven  he  was  advanced 
t(j  more  important  runs  until  now  he  holds  one  of  the 
f;,stest  runs  on  the  schedule.  He  is  popular  among 
the  employes,  and  many  times  has  received  com- 
mendation from  his  superiors  for  fast  runs  and  good 
judgment  displayed.  He  was  married  February  12, 
1874,  to  Miss  Addie  M.  Vallen,  daughter  of  Joseph 
\'allen,  a  prominent  farmer  of  Summit  County,  Ohio, 
and  three  children  have  been  born  to  them.  Raymond 
B.,  21  years  of  age,  is  a  machinist  in  the  Erie  shops  at 
Pluntington;  Marcie  G.,  aged  16,  and  Loyd  S.,  are  at- 
tending school  in  Huntington.  He  is  a  member  of 
B.  of  L.  E.,  Division  221,  and  for  two  terms  was 
Chief  Engineer  of  this  division.  He  occupies  a  place 
of  prominence  among  the  small  world  of  railway  peo- 
ple of  the  city,  and  is  a  valued  citizen  of  Huntington, 
owning  a  fine  home  on  Frederick  street. 


WELLINGTON    W.    BLOOD, 

Port   Jcrvis,    New    York. 

Though  for  a  long  time  Mr.  Blood  has  ceased  to  be 
an  engineer  in  active  service,  yet  he  is  one  of  those 
whose  record  and  recollections  go  back  to  the  earliest 
days  of  the  Erie — back  to  the  days,  in  fact,  before 
the  road  had  reached  Port  Jervis.  Born  in  Hones- 
dale,  Pennsylvania,  October  2,  1825,  he  there  received 
his  schooling,  and  subsequently  worked  with  his  father 
at  cabinet  making.  But  the  railroad  instinct  was  al- 
ways uppermost  with  him,  and  as  soon  as  the  Gravity 
road  came  into  Honesdale  he  was  on  hand  day  after 
day,  an  interested  spectator  in  its  workings.  Four 
years  before  the  Erie  was  built  through  to  Port 
Jcrvis  he  became  a  fireman,  and  in  1849  became  an 
engineer,  his  first  engine  being  the  "Lazy  Lord,"  as 
this  was  in  the  days  when  each  engine  had  a  name, 
iTistead  of  being  designated — as  now — by  number  only. 
For  the  first  year  he  ran  extra  freight  and  passenger, 
but  in  1850  was  given  a  regular  passenger  run  between 
Port  Jervis  and  Jersey  City — coming  in  over  the 
Pennsylvania  tracks — and  between  Port  Jervis  and 
Susquehanna,  on  the  Delaware  Division.  Except  for 
a  brief  period  during  which  he  was  in  the  employ 
of  the  Pennsylvania,  he  continued  in  the  service  of 
the  Erie  up  to  1868,  when  he  finally  left  the  road  and 
went  to  work  for  the  Pennsylvania  again,  this  time 
remaining  in  their  employ  for  twenty  years,  r^nd  re- 
tiring   from    their    service    in    1888.      While    with    the 


Pennsylvania  between  1868  and  1S88  he  was  employed 
in  taking  care  of  engines  at  Pier  15,  North  River. 
After  four  years  with  the  Gravity  Railroad  between 
Hawley  and  Scranton,  he  finally  retired  from  active 
duty  in  1892,  and  is  now  living  at  39  Orchard  Street  in 
Port  Jervis.  He  was  married  in  1858  at  Honesdale,  to 
Miss  Mary  Smith,  and  their  two  sons  are  now  resi- 
dents of  Port  Jervis,  both  following  the  occupation  of 
painters.  He  has  four  grandchildren.  In  the  old 
days  Mr.  Blood  was  something  of  a  politician,  but 
has  ceased  to  take  a  hand,  leaving  it  nowadays  to  the 
yi^'inger  men.  A  few  years  ago  he  was  stricken  with 
patalysis,  and  in  the  case  of  almost  anyone  else  it 
would  have  proved  to  be,  if  not  fatal,  yet  sufficient 
to  retire  him  permanently  from' the  active  walks  of  life, 
but  he  is  not  that  kind  of  man,  and  contrary  to  the 
opinions  of  his  friends  and  the  physicians  who  at- 
tended him  he  is  still  upon  his  feet,  and  bids  fair  to  last 
out  many  a  younger  man.  Of  course,  in  all  his  years 
01  various  service  he  has  had  many  narrow  escapes, 
but  was  never  seriously  injured  but  once,  when  his 
train — loaded  with  hogs — went  through  a  bridge  nine 
I'.ii'ts  west  of  Piermont.  and  he  had  his  ribs  stove  in, 
his  fireman,  a  man  named  Lee,  losing  his  life  at  the 
sajne  time.  Again,  about  1850,  his  train  went  off  a 
switch  near  Middletown,  causing  a  very  bad  wreck, 
from  which  he  barely  escaped  by  jumping.  In  his  day 
Mr.  Blood  has  been  a  fairly  good  telegraph  operator, 
though  never  following  that  for  a  livelihood.  His  old 
friends  on  the  road  and  his  fellow-townsmen  all  wish 
him  long  life  and  happiness. 


EDWARD  S.  BOALT, 
Dayton,  Ohio. 

Edward  S.  Boalt,  who  is  now  running  a  switch  en- 
gine on  the  Erie  at  Dayton,  was  born  at  Watertown, 
New  York,  on  October  14,  1844.  He  enlisted  in  the 
10th  New  York  Heavy  Artillery  in  August,  1862, 
and  served  until  September,  1865.  He  began  his  rail- 
road career  in  February,  1866,  as  a  flagman  on  the 
Atlantic  &  Great  Western  at  Marion,  being  advanced 
to  fireman  in  June  of  the  same  year,  and  promoted 
to  engineer  in  December,  1869.  Mr.  Boalt  has  been  in 
two  accidents,  the  first  caused  by  an  explosion  of 
nitro-glycerin  at  Urbana  while  he  was  firing,  the  sec- 
ond being  while  he  was  pulling  train  8,  the  latter  being 
so  serious  that  he  was  forced  to  give  up  his  fine  road 
run  and  take  a  switch  engine.  Mr.  Boalt  was  married 
November  26,  1867,  to  Miss  Bella  M.  Johnson,  of 
Marion,  and  they  have  had  two  children,  one  of  whom 
is  dead.  He  is  a  member  of  B.  of  L.  E.,  Lodge  No. 
16;  Marion  Lodge,  No.  70,  F.  &  A.  M.;  Marion  Com- 
mandery.  No.  36,  and  Alladin  Temple  of  the  Mystic 
Shrine. 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


167. 


EDWARD   ir.   BRAYTOX. 


ANTHONY   BRICK. 


168 


ERIE    RAILWAY    EDITION. 


JAMES   S.    BOGGS. 

Meadville,  Pennsylvania. 

Tlic  city  of  Bcllcfonte,  Pennsylvania,  was  the  birtli- 
place  of  James  S.  Hoggs,  and  it  was  on  November  6, 
1854,  that  he  made  his  advent  into  this  busy  world. 
He  received  most  of  his  education  in  his  native  city, 
but  when  his  father,  William  Hoggs,  who  is  a  wagon- 
maker,  moved  to  Meadville,  the  young  man  accom- 
panied the  family.  In  Meadville  he  secured  a  situa- 
tion as  a  teamster,  following  that  avocation  for  eight 
years.  Living  in  a  city  which  is  so  thoroughly  a 
■'railroad  town"  it  is  not  at  all  surprising  that  he 
quit  teaming  when  he  had  an  opportunity  ofifered  him 
to  become  a  fireman  on  the  Erie.  This  was  in  the 
fall  of  1879,  3nd  he  fired  three  years  on  freight  and 
two  years  and  a  half  on  passenger,  being  promoted 
to  engineer  in  October,  1896.  Mr.  Hoggs  is  o:ie  of 
those  men  who  have  been  fortunate  enough  to  follow 
a  calling  entirely  suited  to  their  qualifications.  For  the 
past  thirteen  years  he  has  been  running  freight  and  now 
has  a  regular  run  on  Nos.  "jy  and  88,  besides  being 
called  for  considerable  extra  passenger  duty.  He  has 
the  entire  confidence  of  his  superiors  and  the  friend- 
ship of  all  his  acquaintances,  which  certainly  he  de- 
serves. On  May  3,  1877,  he  was  united  in  marriage 
to  Miss  Mary  Stine,  daughter  of  Lawrence  Stine.  a 
farmer  of  Crawford  County,  Pennsylvania.  They  have 
a  family  of  five  children,  of  whom  William  L.,  aged  21, 
is  a  blacksmith,  and  has  a  shop  in  Meadville,  where 
he  enjoys  a  fine  trade;  Eva  M.,  is  a  milliner,  and 
Addie  M.  and  George  J.  are  attending  public  school, 
while  Marion  E.,  aged  3  years,  is  the  baby.  Mr.  Boggs 
has  never  been  injured  but  once,  and  that  but  slightly, 
having  had  a  fall  while  getting  oflt  his  engine  at 
Geneva,  Pennsylvania,  where  the  track  was  being  re- 
paired. He  is  one  of  Meadville's  best  citizens,  and  be- 
longs to  the  local  division  B.  of  L.  E. 


ENOS  HOLTON, 
Hornellsville,  New  York. 

Enos  Bolton  was  born  in  Sackett's  Harbor,  On- 
tario County,  New  York,  April  27,  1841.  His  parents 
moved  to  Parkman,  Ohio,  when  he  was  quite  young 
and  he  received  his  education  in  the  schools  of  that 
town.  .\t  the  age  of  13  he  began  farming  and  fol- 
lowed this  occupation  summers  and  attending  school 
winters  until  the  war  broke  out  in  1861.  In  Septem- 
ber of  that  year  he  enlisted  as  a  private  in  Company  B, 
2d  Regiment  Burdan's,  U.  S.  S.  S.,  under  H.  A.  V. 
Post.  To  qualify  for  this  regiment  the  recruit  had  to 
shoot  olT-hand  at  a  target  nine  inches  in  diameter 
from  a  distance  of  forty  rods.     Mr.  Bolton  put  thirty- 


six  out  of  forty  shots  close  to  the  bull's  eye,  his  last 
being  out  of  the  circle.  On  March  19,  1862,  the  regi- 
ment was  marched  across  the  long  bridge  to  George- 
town in  vicinity  of  Fairfax  Seminary,  where  a  week's 
stop  was  made.  Although  enlisted  with  the  under- 
standing that  they  were  to  be  exempt  from  ordinary 
soldier's  duty,  they  were  called  upon  to  do  regular 
camp  work  with  the  rest.  The  company  "struck" 
and  a  "round  robin''  was  circulated  and  signed,  in 
which  the  company  refused  to  obey  orders:  but  when 
the  test  came  ^Ir.  Holton  and  one  other  were  all  who 
stuck  to  the  resolution.  This  landed  them  in  the 
guard  house.  When  informed  that  it  was  General 
McClellan's  orders  that  they  should  do  their  share  of 
camp  w-ork  Mr.  Holton  told  his  colonel  he  was  ready 
to  take  up  his  gun.  The  regiment  moved  from 
Georgetown  to  Western  Virginia  by  way  of  Manassas 
Junction  and  Bristo  Station,  here  experiencing  one  of 
the  most  severe  stortns  for  both  man  and  beast,  then 
to  Falmouth  by  way  of  Catlett's  Station.  They  arrived 
at  that  place  April  17,  1862,  having  followed  the  "rebs" 
closely  for  twelve  miles,  during  which  time  there  were 
fourteen  killed  and  wounded  from  Harris'  light  cavr 
airy.  The  morning  of  the  17th  the  railway  and  high- 
way bridges  were  destroyed  by  fire.  He  was  detailed 
on  patrol  guard  from  .April  19  to  June  8.  at  Fa'-mouth, 
and  they  then  crossed  Rappahannock  River  on  pon- 
toons to  Fredericksburg,  marching  eight  miles  south 
on  the  road  to  Richmond.  There  they  were  counter- 
manded back  to  the  river  to  Falmouth,  then  to  Hay- 
market,  in  Western  Virginia,  arriving  just  too  late  for 
any  of  the  fun.  They  retraced  their  steps  toward  Fred- 
ericksburg by  way  of  Warrington  and  Elk  Run,  that 
being  the  point  where  Mr.  Bolton  left  the  company 
for  hospital,  having  retained  his  place  in  line  although 
sick  with  typhoid  fever  for  two  days.  The  doctor  or- 
dered him  to  the  hospital  at  Alexandria,  and  after 
several  months  of  severe  sickness  he  was  discharged, 
by  order  of  Surgeon  General  Johnson.  In  October, 
1864.  Mr.  Bolton  began  firing  on  the  Erie,  going  out 
first  with  Jake  Dearborn,  then  Alf.  Marks.  Aaron 
j\Iarks,  Kip  Hunt,  and  also  with  William  Hoyden  on 
old  "72."  a  wood-burner,  one  of  the  kind  nicknamed, 
"eleven  wheelers."  While  firing  for  Mr.  Boyden  they 
were  ordered  to  Susquehanna  on  one  occasion  and 
were  forty  hours  without  a  bite  to  eat.  It  was  while 
on  this  trip  that  engine  115  was  blown  up  at  Bing- 
hamton.  Mr.  Bolton  was  promoted  to  engineer 
March  i,  1870,  and  with  the  exception  of  sixteen  days 
when  he  ran  oji  the  Canada  Southern,  he  has  beei 
with  the  Erie  since  his  promotion.  He  has  run  pas 
senger  twelve  out  of  twenty-six  years  he  has  bee 
an  engineer,  and  is  now  running  fast  freight.  He  w; 
married  on  June  15,  1866,  to  Miss  Sarah  J.  King 
Michigan.     They  have  two  daughters;    Bessie  F.,  wl 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


169 


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f 

WATSON   BOYDEN. 


JllllX    J.    iJltANNKX. 


170 


ERIE    RAILWAY    EDITION. 


graduated  from  Horncllsvillc  High  School  in  June, 
iSgg,  and  Nina  M..  who  is  a  teacher  in  Bryant  School 
of  Hornellsville.  Mr.  Bolton  is  a  Master  Mason, 
Lodge  231;  belongs  to  A.  M.  P.  Legion,  and  B.  of  L. 
E..  Division  No.  47.  of  which  he  is  a  strong  supporter; 
as  he  says,  "God  would  not  ask  for  a  better  man  than 
one  who  lives  up  to  the  obligations  of  the  B.  of  L.  E." 


C.    E.    BOOTH, 

Huntington,   Indiana. 

Born    in    Homesville,    Michigan,    October   2-j,    1868, 
C.    E.    Booth's    parents    moved    to    Hardy,    Arkansas, 
when  he  was  ciuite  small.     Near  this  latter  place   his 
father,  William  Booth,  owned  a  farm,  and  the  young 
man  assisted  in  working  it  and  attended  school  until 
he   was   15   years   of  age,   when  he   left  the   farm   and 
sought  different  employment.     He  was  hired  as  an  ap- 
prentice in  the  machine  shops  of  the  St.   Louis,   Iron 
Mountain   &  Southern   Railroad,   at   Little   Rock,   Ar- 
kansas.    Here  he  worked  for  about  two  years,   when 
he  was  transferred  to  the  bridge  department,  where  he 
remained    but    one    year,    resigning    to    go    with    the 
Little   Rock    &    Fort    Smith   as    helper   in   the   round- 
house.    In   1889,  he  secured  a  position  as  fireman  on 
the    Erie   and    resigned   to    accept    it.      He   fired   until 
1896,   establishing  a  record  of  which  he  has  occasion 
to  be  justly  proud.     In  January,  1896,  he  received  his 
promotion  to  engineer,  and  since  that  time  has  had  a 
freight  run  between  Gallon  and  Chicago.     As  an  en- 
gineer he  is  rapidly  winning  new  laurels  and  has  al- 
ready demonstrated  his  entire  fitness  for  this  respon- 
sible   position.      He    is    a    favorite    among   his    fellow 
workers    and    stands    high    in    the    estimation    of    his 
superiors.     On  May  i,  1897,  he  was  united  in  marriage 
to    Miss    Hattie   A.    Eggleston,    daughter     of     W.    O. 
Eggleston,   general   foreman   of   Bridges  and   Building 
Department  of  the  Erie.     They  have  one  child,  Helen, 
aged    II    months,    who   is   the   pet   and   pride   of  their 
hearts.     Mrs.  Booth  is  a  member  of  the  Eastern  Star, 
and  is  a  general  favorite  in  Huntington  society.     Mr. 
Booth    is    a    prominent    member     of     William     Hugo 
Lodge,  No.  166,  B.  of  L.  E.,  having  been  a  member  of 
Board  of  Adjustment  for  one  term;   he  also  belongs  to 
Amity    Lodge,    No.    483,    F.    &    A.    M.:     and    to    the 
Huntington  Chapter,  Commandery  and  Council  of  the 
same  order.     He  owns  a  fine  residence  on  First  street, 
and  is  highly  esteemed  by  a  large  circle  of  admiring 
friends. 


A.    A.    BORK, 
Bufl'alo,  New  York. 
The  placid  features  depicted  here  are  those  of  A.  A. 
Bork,  one  of  the   Erie's  younger  engineers.     Born  in 


Germany  in   1857,  he  came  to  America  when  6  years 
of    age,    his    parents    settling    at    Meadville,    Pennsyl- 
vania.    Here  he  attended  school  for  four  years,  when 
he   went  to   w-ork   in   a   planing  mill,   keeping  up   his 
education  by  attending  night  school  until  his  18th  year. 
He  learned  his  trade  from  beginning  to  end,  and  be- 
came  an   acknowdedged   expert   therein;    yet,   in   spite 
of  this,  he  had  a  yearning  for  a  railroad  life,  and  only 
refrained    from    entering    it    out    of   deference    to    the 
wishes    of   his    parents.      Arrived    at    manhood's    age, 
however,    he    determined    to    follow    the    bent    of    his 
mind,  and  accordingly  sought  and  secured  a  position 
as  fireman  on  a  freight,  resigning  a  good  position  in 
the  Clark  Holland  Planing  Company's  mill  where  he 
was  in  the  special  door  department.     For  the  first  six 
weeks   he   fired   on   extras   on   the   main   line  between 
Bufifalo  and  Hornellsville.  and  was  then  given  a  regu- 
lar. No.  560,  Chauncey  Brooman,  engineer.     He  con- 
tinued  in  this  capacity  for  two  years,   and  then   fired 
on  passenger  trains  Nos.  9  and  4  for  six  years,  at  the 
end  of  which  he  received  his  promotion,  and  on  No- 
vember 18,  1886.  he  felt  for  the  first  time  the  thrill  of 
satisfaction  he  had  been  looking  forward  to  ever  since 
he   had  toiled  in  the  planing  mill,  as  he   grasped  the 
lever  of  his  own  engine.     For  the  first  eighteen  months 
after    his    promotion,    ^Ir.    Bork    ran    extra    for    pas- 
senger trains,  and  was  then  assigned  to  the  Hornells- 
ville   "layover."       He    also    ran    the    way    freight    for 
about  the  same  length  of  time,  uiitil.  some  of  the  other 
trains  being  taken  off.  his  engine  was  given  to  an  older 
man,  and  Mr.   Bork  was  again  placed  on  the  rounds. 
Six   months   later   he   was   given   the   through   freight, 
the  Hornellsville  "layover"  and  extra  passenger  work 
out   of   Hornellsville,   where   he   was   stationed   all   the 
time  up  to   September,   1898,   except  for  nine  months, 
when  he  was  at  Castile.     He  is  now  switching  at  Black 
Rock.     Mr.  Bork  was  married  in  1882  to  Miss  Jessie 
J.    D.    Pierce,    of   Hornellsville.     Three   children   have 
been  born  to  them,  two  of  whom  are  now  living  and 
attending  school.     Mr.  Bork  is  a  staunch  Brotherhood 
man,   and  a  member  of   the   Masonic   fraternity,   con- 
nected with  Evening  Star,  No.  441 :    he  also  belongs  to 
the    Maccabees.      While   in    Hornellsville   he   held   the 
post  of  Chaplain  in  Hornellsville  Lodge,  B.  of  L.   E., 
No.  47.     He   is  also  a  strict  member  of  the   German 
Lutheran   Church,   and   is   much    interested   in   church 
work.     His  name  may  be  seen  in  the  memorial  window 
of    the    German    Lutheran    Church     at     Hornellsville. 
Mr.  Bork's  career  as  an  engineer  contains  at  least  one 
run  to  which  he  refers  with  considerable  pride.     This 
was  a  special  fast  run,  on  a  paper  train,  from  Hornells- 
ville  to   Buffalo,   in   one   hour   and  forty  minutes,   m- 
cluding  six  slow-ups  and  one  dead  stop.     On  this  run 
he  left  Hornellsville  at  11:30.  and  arrived  at  Buffalo  at 
1:10.       Mr.  Bork  has  been  in  one  wreck,  which  was  a 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


171 


JACOB    BRINKEL. 


CHARLKS    A.    BKUWN. 


172 


ERIE    RAILWAY    EDITION. 


smash-up  for  fair,  eighteen  cars  being  demoHshed  and 
the  engine  derailed.  This  occurred  at  Rock  Glen,  his 
train  running  into  another  on  a  steep  down  grade,  this 
being  before  the  cars  were  furnished  with  air-brakes. 


CARLOS  G.  BOSWORTH, 
Cleveland,    Ohio. 

Born  in  Cleveland,  Ohio,  April  30,  1861,  Carlos  G. 
Bosworth  attended  school  until  he  was  15  years  of  age, 
when  he  entered  the  employ  of  the  Lamps  &  Sessions 
Nut  and  Bolt  Works,  with  whom  he  remained  three 
years.  He  then  went  to  Breedsville,  Michigan,  and 
for  a  year  worked  as  a  woodchopper,  going  from  there 
to  Bangor,  Michigan,  where  he  burned  charcoal  two 
years  and  worked  on  a  saw  mill  one  year.  In  Septem- 
ber. 1883,  he  returned  to  Cleveland  and  was  given  a 
position  as  fireman  on  the  Erie;  he  fired  four  years  on 
freight  and  three  years  on  passenger,  receiving  his 
promotion  to  engineer  in  .A.pril,  1890.  For  two  years 
he  ran  extra  and  fired,  receiving  a  regular  run  in  1892, 
since  which  time  he  has  been  one  of  the  ablest  en- 
gineers in  the  freight  service  and  one  of  the  best 
engineers  on  the  Mahoning  Division.  In  1887,  he  was 
married  to  Miss  Frances  Linehan,  sister  of  one  of  the 
oldest  engineers  on  the  division.  Mr.  Bosworth  is  a 
member  of  Criterion  Lodge,  No,  68,  K.  of  P.;  Pearl 
Council,  No.  513,  Royal  Arcanum;  Bigelow  Lodge, 
No.  243.  F.  &  A.  M.;  Thatcher  Chapter,  No.  loi,  and 
Devereaux  Lodge,  No.  167,  B.  of  L.  E.  Mr.  Bos- 
worth is  very  popular  with  his  fellow  workmen  and  has 
a  high  standing  with  the  officials  of  his  division. 
He  owns  fine  residence  property  in  Cleveland,  and  is  a 
valued  and  popular  citizen  of  his  community. 


F.    C.    BOUGHTON, 
Hornellsville,    New   York. 

F.  C.  Boughton  was  born  in  Binghamton,  New- 
York,  December  20,  1861,  and  secured  a  fine  common 
school  education  in  the  schools  of  his  native  city.  He 
learned  the  shoemaker's  trade  and  for  nine  years 
worked  in  a  custom  shop  in  Elmira,  abandoning  that 
business  in  March,  1886,  to  accept  a  position  as  fireman 
on  the  Erie.  For  one  year  he  heaved  coal  into  one  of 
the  Erie's  great  freight  engines,  and  so  well  did  he 
perform  his  duties  that  he  was  then  advanced  to  a 
passenger  run,  on  which  he  remained  but  two  years. 
His  high  order  of  efliciency  decided  the  officials  of  his 
division  that  he  was  competent  to  handle  a  train,  and 


in  August,  i88g,  he  was  accordingly  promoted  to  en- 
gineer and  assigned  to  a  freight  run,  in  which  capacity 
he  continues  at  the  present  time.  On  July  3,  1882,  Mr. 
Boughton  was  united  in  marriage  to  Miss  Josephine 
Whitney,  of  Elmira,  New  York,  and  they  have  one 
child,  Earl,  aged  14,  who  is  attending  public  school 
and  who  is  in  addition  a  musician  of  great  ability.  Mr. 
Boughton  is  a  member  of  Starrucca  Lodge,  No.  137, 
B.  of  L.  E.,  and  is  a  very  popular  and  efficient  en- 
gineer who  numbers  his  friends  by  the  score. 


SIDNEY   E.    BOYDEN, 
Oakland,  Pennsylvania. 

Among  the  Erie  engineers  who  dearly  love  a  dog 
and  a  gun  one  who  deserves  particular  mention  is 
Sidney  E.  Boyden,  than  whom  there  is  no  better  shot 
all  along  the  line  of  the  Erie.  Mr.  Boyden  is  particu- 
larly fond  of  hunting  deer,  and  he  has  a  number  of 
trophies  that  bear  mute  witness  to  his  skill  and  un- 
erring aim.  The  son  of  Alonzo  Boyden,  a  pioneer 
farmer  of  Susquehanna  County,  Pennsylvania,  who  is 
yet  hale  and  hearty  at  89  years  of  age,  Mr.  Boyden 
was  born  in  Milford,  Pennsylvania,  August  4,  1855. 
After  attending  school  until  he  was  16,  acquiring  above 
the  average  of  education,  he  chose  farming  as  his 
vocation,  incidentally  lumbering  and  teaming  some. 
He  followed  this  life  for  sixteen  years,  and  during 
the  time  that  the  Erie  burned  wood  Mr.  Boyden  did 
quite  a  business  with  the  railroad  supplying  fuel.  In 
November,  1887,  he  began  his  railroad  career  as  a  fire- 
man on  the  Erie  between  Susquehanna  and  Hornells- 
ville. He  fired  for  four  years,  being  promoted  to 
engineer  in  Noveinber,  1891,  since  which  time  he  has 
been  running  freight  between  Susquehanna  and  Hor- 
nellsville. Mr.  Boyden's  work  is  of  a  high  order,  and 
he  has  the  confidence  of  his  superiors  and  the  esteem 
of  his  brother  engineers.  On  Christmas  Day,  1879,  he 
was  married  to  Miss  Frances  Tewksbury,  of  Windsor, 
New  York,  who  died  in  June,  1883.  One  child  was 
born  to  them,  Frank,  an  intelligent  young  man  of  16, 
who  is  very  popular  with  his  associates.  May  28,  1884, 
Mr.  Boyden  was  united  in  marriage  to  Miss  Ella 
.'\ustin,  daughter  of  John  Austin,  of  Deposit,  New 
York.  Both  Mr.  and  Mrs.  Boyden  are  socially  in- 
clined and  are  very  popular  in  the  polite  circles  of 
Oakland.  Mrs.  Boyden  is  a  member  of  the  Ladies' 
Auxiliary  to  B.  of  L.  E.,  and  the  Pocahontas  Auxiliary 
of  Susquehanna  Red  Men.  Mr.  Boyden  belongs  to 
Division  137,  B.  of  L.  E.  He  owns  some  fine  prop- 
erty in  Oakland  and  is  one  of  the  most  respected 
citizens  of  the  place. 


AMERICAN    LOCO-MOTIVE    ENGINEERS. 


173 


ELMKR    W.    UKOWX. 


CHARLKS    K.    lUiclWN. 


174 


EKIE    RAILWAY    EDITION. 


GEORGE  L.   BODLEY, 

Cliicago.   Illinois. 

George  L.  Bodley  was  l>orn  in  .\iibiirn.  New  York. 
October  27,  1853,  and  while  yet  a  child  his  father, 
G.  M.  Bodley,  a  carpenter  by  trade,  moved  to  Battle 
Creek,  ^Michigan.  In  this  place  Mr.  Bodley  received 
his  education  and  grew  to  manhood.  He  left  school  at 
the  age  of  17,  and  for  two  years  thereafter  worked  as 
a  machinist  in  the  threshing  ma.chine  shops  at  that 
place.  In  August,  1879,  he  secured  a  position  as  fire- 
man on  the  Chicago  &  Lake  Huron  Railroad,  and  for 
three  years  ran  between  Chicago  and  Port  Huron. 
His  mechanical  ability  and  close  attention  to  business 
won  him  the  confidence  of  his  superiors,  and  in  the 
fall  of  1882  he  was  promoted  to  engineer.  For  four 
years  he  continued  in  the  service  of  the  Chicago  & 
Grand  Trunk,  running  an  engine  in  the  freight  service 
between  Chicago  and  Port  Huron,  resigning  in  1886 
to  accept  a  similar  position  on  the  Erie.  For  a  short 
time  he  ran  between  Chicago  and  Huntington,  and 
then  was  assigned  to  day  transfer  work  in  the  Chicago 
yard,  at  which  he  still  continues,  giving  perfect  satis- 
faction to  his  superiors  and  winning  the  esteem  of 
his  brother  engineers  by  his  upright  character  and 
friendly  disposition.  On  June  i,  1887,  Mr.  Bodley  was 
united  in  marriage  to  Mrs.  Anna  Patterson  of  Chi- 
cago, daughter  of  Archibald  .-Mien,  a  farmer  of  Indi- 
ana. Mrs.  Bodley's  first  husband  was  John  E.  Pat- 
terson, a  citizen  of  Lafayette,  Indiana,  and  their  two 
daughters.  Misses  Fleetha  and  Celia  Patterson,  both 
accomplished  and  popular  young  ladies,  make  their 
home  with  Mr.  and  Mrs.  Bodley.  Mrs.  Bodley  is  a 
member  of  the  Eastern  Star  Lodge,  No.  79.  She  is  a 
society  lady  of  some  prominence,  and  aided  by  her 
charming  daughters,  entertains  often  and  pleasantly 
at  their  home  at  323  West  Fifty-third  street.  Mr. 
Bodley  is  a  member  of  Lake  Division,  No.  302,  B.  of 
L.  E.,  holding  a  subordinate  office  at  the  present 
time.  He  is  also  affiliated  with  Lodge  No.  758,  F.  & 
.A..  AI.  Mrs.  Amanda  Bodley,  mother  of  Mr.  Bodley, 
who  is  now  69  years  of  age,  makes  her  home  with 
Mr.  Bodley.  She  is  quite  vivacious  for  one  of  her 
age,  and  her  cheerful  disposition  and  good  health 
indicate  that  she  lias  many  years  yet  before  her. 


FRANK   H.    BOGARDUS, 

Port  Jervis,  New  York. 

If  Frank  H.  Bogardus  could  be  induced  to  give  in 
full  the  history  of  his  various  adventures  it  would 
make  as  good  reading  as  may  be  found  in  most 
novels,    but    as    our    limits    are    necessarilv    somewhat 


narrow,  only  the  briefest  sketch  can  be  given  of  what 
has    been    a    life    full    of    interest.      He    was    born    in 
Jefifersonville,  Sullivan  County,  New  York,  on  July  10, 
1859,  and  attended  school  there  up  to  the  age  of  16,  at 
about   which    time   he   went   to   work   in   the   printing 
office  of  the  Sullivan  County  Record,  remaining  there 
for  two  and  a  half  years,  in  the  meantime  learning  the 
business   pretty   thoroughly.      He   worked   for   a   short 
time   as   a    brakeman    on    the    Rochester    &    Pittsburg 
Railroad,  where,  by  the  way,  he  had  his  hand  smashed, 
but  not  so  as  to  permanently  disable  him;    and  he  also 
worked  in  a  tannery.    After  this,  for  about  eight  years, 
he  passed  his  time  in  the  lumber  woods  of  Clearfield, 
Elk  and  McKean  Counties,  in  Pennsylvania,  as  an  all 
round  man,  doing  everything,  from  "swamping"  to  the 
"drive,"    in    which    latter    branch    of   the    business    he 
drove    logs    on    the    Little     Pine.    Susquehanna     and 
Forge  run.     He  finally  became  a  victim  of  rheumatism, 
and  for  about  a  year  and  a  half  put  in  what  time  he 
was   able   at   carpentering,   but    in    1887   came   to   Port 
Jervis  and  went  to  firing  on  the  Erie,  his  first  engineer 
being   Fred   Norton,   now   on   the   Northern   Division. 
He  was  promoted  to  engineer  in  1892,  but  continued  to 
fire    the    milk    train    between    Jersey    City    and    Port 
Jervis   up   to    October,   1897,   when   he   took   an   extra 
freight  run,  which  he  still   retains.     Early  in   his  rail- 
road  service   he   became   a   member  of   Deerpark   Di- 
vision, No.  I,  of  the  Brotherhood  of  Locomotive  Fire- 
men,   and   since    1891    has   been   its   treasurer.      He   is 
also  a  member  of  Mount  William  Lodge,  Knights  of 
Pythias,  but  outside  of  these  two  organizations  is  not 
identified    with   any   order.      Neither   does    he    interest 
himself   in  politics  save  only   to  try  and  vote  for  the 
best  men.     In  1895  Mr.  Bogardus  was  married  to  Miss 
Amelia  Snyder,  at  Port  Jervis,  and  they  are  now  living 
in  their  very  comfortable  home  on   Ball  street  in  that 
city,    known   to  all   as   good   friends   and  good  neigh- 
bors.    While  he  has  been  railroading.   Mr.   Bogardus 
has  been  only  once  obliged  to  jump,  and  this  w^as  to 
get  out  of  the  way  of  a  train  which  had  no  flag  out. 
On  this  occasion  he  was  rather  severely  bruised,  and 
w^as  laid  up  for  two  or  three  weeks.     Outside  of  this 
he  has  escaped  without  accidents.     Mr.  Bogardus  had 
some  very  interesting  experiences   during  one  winter 
when  he  and  a  companion  concluded  to  go  South  "to 
see    what    it   was    like."      Employment   did    not   come 
their  way  as  rapidly  as  they  expected,  and  they  found 
themselves  in   Brunswick,   Georgia,   to  all   intents  and 
purposes  stranded.     A  ship  master  there  wanted   one 
man   for  a   long  voyage,  and   didn't  w-ant  two.     Now 
they  had  money  enough  between  them  for  one  passage 
to    New   York,    but   not    for   two.      As   a    result,   they 
adopted  the  usual  method  of  arbitration— they  "tossed 
up,"  and  Mr.   Bogardus  came  to  New  York.     He  has 
not   been   SoiUh   since. 


AMF.RICAN    LOCdMOTIN'K    ENGIXEERS. 


175 


JOIIX  F.  BRfNER. 


PHILO  F.  BROWN. 


176 


ERIE    RAILWAY    EDITION. 


WILLIAM  BOVDEN, 
Hornellsville,  New  York. 
(Deceased.) 
Wiliiam  Boyden  was  59  years  of  age  when  his  life 
yielded  at  last  to  the  effects  of  a  cancer,  and  thus 
closed  a  career  that  had  been  full  of  usefulness  and 
marked  by  high  success.  Mr.  Boyden  was  born  in 
Chautauqua  County.  New  York,  in  1840,  and  left 
school  at  the  age  of  16.  He  began  his  railroad  career 
in  the  fall  of  i860,  as  a  fireman  on  the  Allegheny 
Division,  and  after  four  years  was  promoted  to  en- 
gineer. He  ran  an  engine  in  the  freight  service  until 
187.2,  in  which  year  he  was  promoted  to  a  passenger 
train,  and  for  many  years  pulled  the  most  important 
trains  on  his  division,  Nos.  5  and  8,  but  for  some 
time  previous  to  his  death  had  been  in  charge  of  trains 
3  and  12.  He  had  a  singularly  successful  career  in 
the  cab,  never  having  any  accidents  worthy  of  men- 
tion, and  was  never  called  up  to  the  office  "to  ex- 
plain." Mr.  Boyden  was  married  on  February  20, 
1861,  to  Miss  Olive  Sweet,  of  Chautauqua  County, 
New  York,  and  one  child  was  born  to  them,  but  it  died 
when  quite  young.  Mr.  Boyden  joined  the  B.  of  L. 
E.  in  1864  and  was  always  a  prominent  figure  in  the 
affairs  of  the  order,  not  on'y  locally,  but  in  the  higher 
councils.  For  many  years  he  was  on  the  Board  of 
Adjustment,  and  was  a  valued  member  of  the  Legis- 
lative Board  when  he  died  on  February  15.  iSgg. 


WATSON  BOYDEN, 
Susquehanna,  Pennsylvania. 
While  Watson  Boyden  was  successful  in  dodging 
Confederate  bullets  in  the  War  of  the  Rebellion,  he 
could  not  elude  a  typhoid  fever  germ  that  marked 
him  as  a  victim  just  after  he  had  come  out  of  the 
battle  of  Fredericksburg,  so  for  four  months  he  was 
an  inmate  of  the  Union  hospital  at  East  Capitol  Hill, 
Washington.  He  had  enlisted  in  Company  A,  27th 
New  Jersey  Volunteers,  in  September  of  1862,  and  when 
he  recovered  from  the  fever  was  sent  to  his  regiment, 
which  was  then  fighting  the  guerillas  of  Kentucky. 
He  was  a  participant  in  the  battle  of  Gettysburg,  his 
command  being  stationed  to  hold  Uniontown  against 
the  attacks  of  the  rebels.  The  son  of  Alonzo  Boyden, 
a  prominent  farmer  of  Susquehanna  County,  Pennsyl- 
vania, Mr.  Boyden  was  born  August  21,  1845,  in  Sus- 
sex County,  New  Jersey,  from  which  place  his  parents 
moved  to  Pennsylvania,  where  the  young  man  ac- 
quired his  education  and  worked  on  the  farm  until  he 
enlisted.  On  receiving  his  discharge,  July  3,  1863,  he 
returned  home  and  farmed  until  1868,  when  he  moved 
to  Michigan  and  engaged  in  the  lumber  business  until 
1872.  In  1873  he  returned  east,  settling  at  Susque- 
hanna, where  he  took  service  with  the   Erie  as  a  fire- 


man, running  on  freight  one  year  and  passenger  eight 
years.  In  November,  1882,  he  was  promoted  to  en- 
gineer, and  for  six  years  ran  on  the  Susquehanna  Di- 
vision, being  then  transferred  to  a  switch  engine  in 
the  Susquehanna  yard,  which  he  has  run  for  the  past 
eleven  years.  He  was  united  in  marriage  December  8, 
1870,  to  Miss  Fannie  Armstrong,  daughter  of  Joseph 
Arnistrong  of  Saginaw,  Michigan.  They  have  one 
son,  Joseph,  aged  22.  who  is  a  machinist  in  the  employ 
of  F.  W.  Wheeler  of  Bay  City,  Michigan.  ^Ir.  Boy- 
den is  the  owner  of  a  fine  home  in  Susquehanna,  and 
is  one  of  the  influential  residents  of  the  city.  He  is 
also  a  sportsman  of  some  note,  and  takes  frequent 
trips  into  the  forests  to  pursue  the  wary  deer  and  other 
game  of  this  region,  and  he  is  usually  successful  in 
bringing  home  numerous  trophies  of  his  skill.  Mr. 
Boyden  served  one  year  as  City  Councilman;  he  is  a 
member  of  Lodge  No.  68,  Knights  of  Honor:  Moody 
Post,  No,  53,  G,  A.  R.,  and  holds  a  subordinate  office 
in  Starrucca  Lodge.  No.  137,  B.  of  L.  E.  Mrs.  Boy- 
den is  a  member  of  Relief  Corps  of  the  G.  A.  R.,  and 
was  State  President  of  the  Department  of  Pennsyl- 
vania for  one  term. 

JOHN    C.    BOYLE, 
\'allonia,   Pennsylvania. 

One  of  Vallonia's  most  prominent  citizens  is  John 
C.  Boyle,  who  is  at  present  Mayor  of  the  borough,  and 
who  ever  since  his  residence  there  has  been  identified 
as  a  public-spirited  man  and  one  of  the  leaders  in 
local  politics.  The  son  .if  John  C.  Boyle,  Sr.,  a 
farmer  of  Crawford  County,  Pennsylvania.  Mr.  Boyle 
was  born  in  St.  Marys,  Elk  County,  Pennsylvania, 
October  27,  1862.  He  fitted  himself  for  active  life 
with  a  good  education,  and  after  attending  school  until 
he  was  19  years  of  age,  began  his  railroad  career  in 
1888  by  working  in  the  Erie  shops  at  Meadville.  In 
December,  1889,  he  was  advanced  to  fireman,  and  ran 
fourteen  months  on  freight  and  seventeen  months  on 
passenger,  being  promoted  to  engineer  in  June,  1892, 
and  made  his  first  trip  on  engine  No.  667  to  Salamanca 
and  return.  Since  that  time  jNIr.  Boyle  has  run  con- 
tinuously in  the  freight  service,  and  by  his  efficient 
and  able  work  has  won  the  appreciation  of  his  superi- 
ors. The  only  accident  he  has  had  occurred  in  the 
fall  of  1898,  when  on  coming  out  of  the  tower  at  Water- 
loo with  orders  he  was  struck  by  engine  754,  hauling 
train  77,  and  was  so  badly  injured  that  he  was  laid  up 
nearly  a  month.  On  Christmas  Day,  1885,  Mr.  Boyle 
was  united  in  marriage  to  Miss  Sadie  E.  Hatch,  daugh- 
ter of  Harvey  A.  Hatch,  a  farmer  of  Blooming  Val- 
ley, Pennsylvania.  They  reside  in  their  own  pleasant 
home  in  Vallonia  with  their  three  children.  Earl  S., 
aged  13;  Fred  W.,  aged  11,  and  Hazel  M.  aged  8,  all 
of  whom  are  attending  school.     Mr.  Boyle  is  a  member 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


177 


^t 


4i 


JACOB    P.    BRUXETT. 


JERRY   J.    BUCKLEY. 


178 


ERIE    RAILWAY    EDITION. 


of  B.  of  L.  E.,  Division  No.  4,?,  and  Crawford  Lodge, 
No.   164,   K.  of  P. 


ELMER  WATSON   BROWN, 

Waverly,    Nev/    York. 

One  of  the   Erie's  young  engineers  who  has  come 
rapidly  to  the  front  through  no  other  cause  than  his 
remarkable    ability,    is    Elmer    Watson    Brown,    Road 
Foreman    of    Engines    of    the    Susquehanna    Division. 
Born   in   Millport,    Chemung    County,    New    York,    in 
January,   1866,  he  received  his  early  education  in  that 
town,  and  at  the  age  of  13  years  left  school  and  became 
a  machinist's  apprentice  in  the  Breesport  shops  of  tiie 
Elmira,   Courtland  &   Northern   Railroad.     He  served 
three  years  in  the  machine  shops  and  then  fired  two 
years   and   a   half   for   the   same   company,   being   then 
promoted  to  engineer.     In   1886  he  resigned  and  went 
to   work  as   fireman  on   the  Susquehanna   Division  of 
the  Erie,  believing  that  there  was  a  better  future  on  the 
Erie  for  an  aspiring  and  capable  man.     In  May,  1887, 
the   E.    C.    &   N.    Company   sent   for   him   and   he   re- 
turned to  that  road,  but  when  business  again  got  slack 
he    resigned   to   accept   a   position   as   fireman   on   the 
Erie,  and  during  the  next  two  years  he  was  selected 
by   the   officials  to   instruct  firemen.     In   1889   he   was 
promoted  to  engineer  and  ran  freight  regularly  for  a 
short  time,   when   his   services  were   again   sought   by 
the  officials  to  break  in  new  engineers.     His  promo- 
tion to  Road  Foreman  of  Engines  was  made  Decem- 
ber   I,    1896,   and    his   work   in   that   position   has   im- 
proved the  service  in  a  manner  that  is  quite  gratifying 
to  the  officials  of  the  road.     He  has  succeeded  in  in- 
teresting the  firemen  of  his  division  in  their  work,  and 
his  personal  efforts  have  resulted  in  getting  the  motive 
power  in  first-class  condition.     Mr.   Brown  is  a   man 
of  pleasing  address  and  his  friendly  qualities  have  won 
him  a   host   of  well-wishers   who   are   gratified   to   see 
him  make  such  a  fine  record  in  the  high  position  he 
has  won  on  his  merits  alone.     He  was  married  October 
7,  1897,  to  Miss  Lina  Moxley,  an  accomplished  young 
lady  of  Corning,  New  York,  who  is  a  favorite  in  the 
social    circles    of    Waverly.      Mr.    Brown    belongs    to 
Division  47,  B.  of  L.  E.;    Blue  Lodge,  No.  117,  F.  & 
A.    M.;     Chapter,    No.    190,    in    Corning;     De    Molay 
Commandery,    No.    22,    K.    T.,    of    Hornellsville,    and 
Irem   Temple,    Mystic   Shrine,   of   Wilkesbarre,    Penn- 
sylvania. 


from  Ireland  in   1847.     He  attended  the  village  school 
until  he  was  16  years  of  age  when  he  began  work  for 
his  father  as   a   driver.      In   June.    1873,   he   secured   a 
position  as  fireman  on  the   Erie,  and  for  the  ensuing 
six  years  worked  in  that  capacity,  establishing  a  rec- 
ord for  himself  in  point  of  efficiency  and  close  atten- 
tion to  work.     In  September,  1879,  he  was  promoted  to 
engineer,  and  for  fourteen  years  ran  in  through  freight 
service.     For  the  past  five  years  he  has  run  a  mixed 
train  of  passenger  and  freight  on  the   Mahoning  Di- 
vision.     In    1897   while   running   mixed   train  between 
Youngstown  and  New   Castle  the  driving  rod  on  left 
side  of  engine  broke,  tearing  the  cab  to  pieces  in  its 
wild  slashing,  and  injuring  the  fireman,  Mr.  Brannen 
escaping   unhurt.      He    is   a   faithful,    conservative   en- 
gineer,   which,    coupled    with    his    natural    ability,    has 
won  him  a  high  place  in  the  estimation  of  his  superi- 
ors, having  never  been  reprimanded  during  his  twenty- 
five  years  of  service.     In  March,  1887,  he  was  married 
to   Miss   Bessie  Bailey,   of  Sharon,   Pennsylvania,   and 
they  have  two  bright  sons,  both  of  whom  are  attend- 
ing   school.      Mr.    Brannen    owns    one    of    the    finest 
residences   in   Youngstown,   and  is   an   influential   citi- 
zen  who   is   respected  by   all.      He     is    a    member   of 
Friendship  Lodge,  No.  329,  B.  of  L.   E.,  in  which  he 
holds  the  office  of  -Second  Engineer. 


JOHN  J.  BRANNEN, 

Youngstown,  Ohio. 

John  J.  Brannen  was  born  March  4,  1859,  in  Lock- 
port,   New   York,   to   which   place  his  father  removed 


EDWARD  H.  BRAYTON, 

Avon,   New   York. 

On    November  25.    i860,    Edward    H.    Brayton   was 
born  in  Avon,  New  York,  being  the  son  of  Daniel  C. 
Brayton,   a   prominent   farmer   of    Livingston   County. 
He  received  a  high  school  education,  and  in  the  fall 
of   1879  began  his   railroad  career  as   a  brakeman   on 
the    Rochester    Division   of  the    Erie,    serving   in   this 
capacity  for  a  year  and  a  half.     In   1880  he  was  ad- 
vanced to  fireman,   and  for  the   next  eight  years   ran 
between   Rochester,   Corning  and  Elmira,  serving  five 
years   on   freight   and  three  years   on  passenger.     On 
July   5,    1888,   he   was   promoted   to   engineer   and   has 
since  run  on  the  Rochester  Division,  for  the  past  four 
years   running  fast  freight  between   Avon  and  Attica. 
In  September,   1893,  Mr.   Brayton  was  united  in  mar- 
riage to  Miss  Harriet  M.  Watkins,  daughter  of  Myron 
Watkins,   a   coal   and   lumber   dealer   of   Avon.      Mrs. 
Brayton  is  a  member  of  the  G.  A.  R.  Relief  Corps,  and 
Mr.  Brayton  belongs  to  Division  No.  15,  B.  of  L.  E., 
and  the  I.  O.  O.  F.  of  Avon.    They  reside  in  their  own 
pretty   home   on   Center   Street   and   are   prominent   in 
the  social   afltairs  of  Avon.      Mr.   Brayton,  aside  from 
being  one   of  the   Erie's   tried   and  trusted   engineers, 
is    a    sportsman    of    some    note,    and    in    the    hunting 
seasons   takes   a   vacation    to    indulge    in    liis    favorite 
snort. 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


179 


ANTHONY  BRICK, 

Buffalo,  New  York. 

Hale  and  hearty  at  the  age  of  71  years.  Anthony 
Brick  is  still  actively  engaged  in  the  pursuit  of  his 
calling  as  a  locomotive  engineer — a  calling  whose 
exacting  duties  and  nerve-testing  situations  usually 
incapacitate  a  man  for  active  duty  ere  he  has  reached 
three  score  years.  The- son  of  Nicholas  Brick,  a  tan- 
ner, the  subject  of  this  sketch  was  born  in  Prussia, 
January  20,  1829,  and  emigrated  to  the  United  States 
with  his  father  in  1837,  settling  in  Buffalo.  Mr.  Brick 
received  a  common  school  education  and  then  clerked 
in  a  grocery  in  Buffalo  for  a  period  of  three  years. 
Leaving  that  place  he  next  engaged  in  the  hotel  busi- 
ness in  Indianapolis,  Indiana,  going  from  there  to 
Cincinnati,  then  to  New  Orleans  and  various  other 
cities.  In  the  spring  of  1853  he  took  service  with  the 
Missouri  Pacific  Railroad,  running  as  brakeman  for 
a  year  between  St.  Louis  and  Jefferson  City.  In  1854 
he  was  advanced  to  fireman,  and  in  the  fall  of  1856  was 
promoted  to  engineer,  running  in  the  freight  service 
between  St.  Louis  and  Jefferson  City  until  i860,  when 
he  resigned  and  returned  east.  He  located  at  Buffalo, 
and  for  three  years  worked  in  various  capacities,  taking 
service  with  the  Erie  in  the  fall  of  1863.  He  fired 
between  Buffalo  and  Attica  for  one  year  and  was 
then  given  a  freight  run  between  Buffalo  and  Hornells- 
ville,  which  he  ran  successfully  for  the  ensuing  six 
years.  In  1870  he  was  advanced  to  a  passenger  run 
and  was  assigned  to  the  passenger  train  running  be- 
tween Buffalo  and  Clifton,  Canada,  over  the  steel 
arch  bridge,  where  he  has  run  for  the  past  thirty  years 
to  the  entire  satisfaction  of  his  superiors  and  the  trav- 
eling public.  In  July,  1854,  Mr.  Brick  was  married 
to  Miss  Theresa  Groneman  of  Chatham,  Missouri,  who 
died  in  October,  1878,  and  was  interred  in  the  family 
lot  at  Pine  Hill  Cemetery,  Buffalo.  Ten  children  were 
born  to  them,  two  of  whom  are  dead.  The  oldest  of 
the  family  is  Father  William  H.  Brick,  a  finely  edu- 
cated man  and  a  priest  of  the  Roman  Catholic  Church, 
being  located  at  Illegister,  Maryland;  Theresa  died 
at  the  age  of  22,  and  Edward  in  his  infancy;  Kate  is 
the  wife  of  Emiel  Inderbitzen,  a  liquor  dealer  of  Buf- 
falo; Nicholas,  aged  34,  is  proprietor  of  a  boot  and 
shoe  store  in  Buffalo:  Emiol.  aged  32,  a  fireman  on  the 
Erie;  Charles,  aged  30,  enlisted  May,  1898.  in  Com- 
pany G,  26th  New  York  Volunteers,  and  is  now  in  the 
service  of  his  country  in  the  Philippine  Islands;  An- 
thony, aged  28,  is  a  stenographer  for  the  Silverthorn 
Lumber  Company:  Joseph,  aged  25,  a  shoe  clerk  in 
Buffalo;  ^lary,  a  graduate  of  St.  Mary's  Academy,  is 
single  and  resides  with  her  father's  family  in  their 
pleasant  home  at  229  Pine  Street.  In  May,  1886,  Mr. 
Brick  was  married  to  Miss  Mary  Corcoran,  daughter 


of  Bartholomew  Corcoran,  of  Niagara  Falls,  New 
York.  Five  children  have  been  born  to  them:  Helen, 
attending  St.  Mary's  Catholic  School  at  Buffalo; 
Thomas,  attending  Sacred  Heart  Academy  at  Niagara 
Falls;  Veronica,  a  student  at  St.  Mary's:  Lenora, 
aged  5,  and  Bernardina.  aged  i,  the  pet  and  pride  of 
the  family.  Mrs.  Brick  is  a  member  of  the  L.  B.  C.  A. 
of  Buffalo,  while  Mr.  Brick  is  affiliated  with  the  C.  M. 
B.  A.  and  Division  No.  15,  B.  of  L.  E.  He  is  re- 
garded highly  in  the  community  in  which  he  resides 
and  is  one  of  Buffalo's  most  worthy  citizens. 


GEORGE    BRIGGS. 

Gallon,  Ohio. 

During  the  fifty  years  George  Briggs  has  been  a 
railroad  man  he  has  seen  great  changes  take  place  in 
his  chosen  vocation.  He  has  kept  pace  with  all  these 
changes,  however,  and  as  this  year  brings  him  to  the 
half  century  point  in  his  active  service  it  finds  him 
still  on  the  footboard  with  his  hand  at  the  throttle. 
He  was  born  in  Rockland  County,  New  Y'ork,  on 
Christmas  Day,  1830.  His  fathe  r  was  James  L. 
Briggs,  a  ship  carpenter  and  afterward  an  early  settler 
and  farmer  of  Rockland  County.  Mr.  Briggs  attended 
school  until  he  was  14  years  of  age.  and  after  working 
a  few  years  on  his  father's  farm,  in  the  summer  of 
1849  secured  a  position  as  fireman  on  the  Erie  at 
Piermont,  New  York.  He  recei\ed  his  promotion  to 
engineer  in  1857,  and  remained  with  the  Erie  until 
1856,  when  he  went  to  Bloomington,  Illinois,  to  ac- 
cept a  situation  on  the  Chicago  &  Alton.  He  remained 
with  this  road  eight  years  and  then  went  to  Nash\ille, 
Tennessee,  and  during  the  next  year  ran  in  the  employ 
of  the  United  States  Government  on  all  the  roads  that 
entered  Nashville.  He  then  went  to  Paterson,  New 
Jersey,  and  ran  on  the  Erie  until  1868,  when  he  went 
to  the  Long  Island  Road,  where  he  remained  a  year, 
leaving  there  to  accept  a  place  on  the  Jersey  Trans- 
portation Road,  where  he  stayed  five  years.  In  1873 
he  moved  to  Gallon  and  accepted  a  place  on  the  Erie 
for  the  third  lime.,  and  for  the  past  twenty-six  years 
has  been  continuously  with  the  Erie,  making  thirty-five 
years  in  all.  and  is  now  running  a  switch  engine  in  the 
Gallon  yards.  In  i8()i  when  the  Prince  of  Wales  was 
traveling  in  this  country  Mr.  Briggs  pulled  his  train 
from  Chicago  to  St.  Louis.  He  pulled  the  first  train 
on  the  Alton  from  Joliet  to  Chicago  when  the  road 
w.is  completed,  and  he  also  pulled  the  first  train  on  the 
old  broad  .gauge  from  Paterson  to  Jersey  City.  While 
railroading  on  the  Alton  in  Illinois  his  engine  jumped 
the  track  about  a  mile  south  of  Joliet  and  rolled  down 
the  embankment  into  Hickory  Creek:  the  train  kept 
the  track  and  ran  on  into  the  depot  without  the  pas- 


180 


ERIE    RAILWAY    EDITION. 


sengers  knowing  that  the  engine  had  been  lost.  He 
has  never  been  seriously  injured  in  his  entire  railroad 
career  of  fifty  years,  and  when  he  decides  to  retire 
from  active  service  will  be  able  to  point  with  pride  to  a 
useful  career  in  the  cab  which  is  equaled  by  few. 
He  is  a  member  of  the  B.  of  L.  E.,  Division  No.  i6, 
and  Joppa  Lodge,  No.  29,  F.  &  A.  M.,  at  Paterson, 
New  Jersey.  He  was  married  in  November,  1856,  to 
Miss  Rachel  Christie,  daughter  of  Cornelius  Christie, 
a  carpenter  of  Paterson.  Five  children  were  born  to 
them,  of  whom  three  are  dead.  Katherine  died  at  the 
age  of  6  months,  Emma  when  5  weeks  old  and  Carrie 
who  lived  but  5  weeks.  George  D.,  aged  37,  was  edu- 
cated in  Gallon  and  is  now  a  resident  of  Paterson, 
where  he  is  an  employe  of  Fuller's  Express;  Charles 
H.,  aged  31,  was  educated  in  Gallon,  and  is  now  Mayor 
of  that  bustling  little  city. 


JACOB    BRINKEL, 

Buffalo,  New  York. 

Jacob  Brinkel  was  born  in  Buffalo,  New  York,  on 
September  25,  1859,  his  father,  George  Brinkel,  a  la- 
borer, dying  in  1874.  The  subject  of  this  sketch  left 
school  at  the  age  of  12  and  immediately  secured  a 
situation  in  the  Buffalo  shops  of  the  Erie,  where  he 
worked  for  the  ensuing  five  years  at  various  positions. 
In  the  spring  of  1876  he  was  advanced  to  fireman,  and 
for  the  following  five  years  ran  between  Buffalo,  Hor- 
nellsville,  Rochester  and  Niagara  Falls.  In  October, 
1881,  he  was  promoted  to  engineer,  and  for  the  fol- 
lowing eighteen  years  ran  an  engine  in  the  freight  ser- 
vice, being  now  one  of  the  Erie's  most  reliable  en- 
gineers and  running  in  the  extra  passenger  service 
between  Buffalo  and  Hornellsville.  INIr.  Brinkel  was 
married  in  October,  1875,  to  Miss  Minnie  ]\Iiller, 
daughter  of  John  Miller,  a  laborer  of  Buffalo.  They 
have  three  children,  of  whom  Bertha,  the  oldest,  is 
married  to  Edward  Grady,  a  conductor  on  the  Lehigh 
Valley,  and  residing  in  Buffalo;  George,  aged  20,  is  a 
machinist  employed  in  the  Erie  shops,  and  Frederick, 
aged  18,  is  learning  the  carpenter's  trade.  Mr.  Brinkel 
is  a  member  of  the  B.  of  L.  E..  and  with  his  wife 
attends  the  Methodist  Episcopal  Church,  of  which  they 
are  members  and  prominent  workers  in  the  social  and 
religious  affairs  of  that  denomination. 


JAMES  BRINEY. 
Chicago,   Illinois. 

One  of  the  best  and  most  prominent  engineers  of 
the  western  end  of  the  Erie  is  James  Briney,  who  with 
his  family  resides  in  his  own  pretty  cottage  at  614  Gar- 


field Boulevard.  Mr.  Briney  is  the  son  of  Simon  D. 
Briney  an  old  railroad  man,  and  was  born  in  Arm- 
strong, Pennsylvania,  on  September  20.  1849.  He  left 
school  at  the  age  of  14  and  for  two  years  engaged  in 
boating  on  the  Pennsylvania  Canal,  running  between 
Leechburg  and  Allegheny  City.  In  1865  he  began 
his  railroad  career  with  the  Western  Pennsylvania 
Company,  part  of  the  Pennsylvania  System,  working  in 
the  construction  department  for  a  short  time  and  then 
as  a  brakeman  for  three  years,  running  between  Al- 
legheny City  and  Allegheny  Junction.  In  1868  he  was 
advanced  to  fireman,  and  after  six  weeks  on  freight 
was  transferred  to  a  passenger  run  on  which  he  re- 
mained for  nine  years.  During  this  period  Mr.  Briney 
established  a  record  which  is  equaled  by  few,  and  his 
promotion  to  engineer  in  August,  l88l,  was  fully  mer- 
ited. He  ran  in  the  freight  service  of  the  Pennsyl- 
vania until  1883  when  he  resigned  to  accept  a  freight 
run  on  the  Chicago  Division  of  the  Erie,  .^fter  a 
short  time  he  was  advanced  to  a  passenger  run,  and  for 
a  number  of  years  has  pulled  trains  9  and  10  between 
Chicago  and  Rochester,  Indiana.  In  July,  1877,  Mr. 
Briney  was  married  to  Miss  Anna  McAllister,  daugh- 
ter of  Samuel  G.  McAllister,  a  prominent  farmer  of 
Allegheny  County,  Pennsylvania.  Two  children  have 
come  to  bless  this  happy  union,  Roy,  aged  14.  and 
Elizabeth  Jean,  12,  both  of  whom  are  attending  pub- 
lic school.  Mr.  Briney  is  a  member  of  Lodge  221, 
B.  of  L.  E.,  of  Huntington,  and  the  Royal  Arcanum. 
He  is  the  possessor  of  numerous  congratulatory  let- 
ters from  his  superiors,  in  which  his  judgment  as  an 
engineer  and  fine  running  are  eloquently  praised. 


CHARLES  A.   BROWN, 

Susquehanna,  Pennsylvania. 

Engine   Dispatcher. 

Charles  A.  Brown  was  born  in  Ireland,  October  30, 
1848,  and  is  the  son  of  Richard  M.  Brown,  a  gunsmith 
who  emigrated  to  America  in  1850,  settling  at  Port 
Jervis  for  a  while  and  later  moving  to  Susquehanna 
where  he  now  resides.  In  1863,  after  receiving  a  good 
common  school  education,  ]\Ir.  Brown  entered  the  em- 
ploy of  the  Erie  in  the  humble  capacity  of  loading  and 
unloading  wood  from  the  work  train.  Later  he  was 
assigned  to  the  force  that  was  building  the  new 
Susquehanna  shops,  and  when  they  were  completed 
he  worked  as  truckman  in  the  roundhouse  for  five 
years.  His  next  advance  was  to  that  of  engine  in- 
spector at  which  he  continued  five  years,  and  then 
for  three  years  he  served  as  a  machinist  under  instruc- 
tions. In  1887  he  was  advanced  to  night  foreman  of 
the   Susquehanna  roundhouse,   and   in    1894  was   made 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


ISl 


the  day  foreman.  His  last  promotion  was  in  1895, 
when  he  was  detailed  as  Engine  Dispatcher,  in  which 
capacity  he  has  served  the  company  in  a  highly  effi- 
cient manner,  winning  at  the  same  time  the  confidence 
and  esteem  of  everybody  with  whom  he  is  brought 
into  contact.  Mr.  Brown  celebrated  Christmas  of  1869 
by  becoming  a  benedict,  having  on  that  day  led  to 
Hymen's  altar  Miss  Henrietta  Wooster,  daughter  of 
David  Wooster,  a  prominent  farmer  of  Broome 
County,  New  York.  They  have  two  daughters,  Anna, 
who  is  married  and  resides  in  Hornellsville,  and  Hat- 
tie,  who  is  a  graduate  of  the  Oakland  High  School. 
IMr.  Brown  is  a  member  of  Lodge  423,  I.  O.  O.  F.,  of 
Susquehanna,  and  is  the  owner  of  a  nice  residence  in 
that  city,  where  he  is  highly  esteemed  by  his  fellow 
citizens. 


CHARLES   E.   BROWN, 

Aleadville,  Pennsylvania. 

Charles  E.  Brown  was  born  in  West  Salamanca, 
New  York,  February  16,  1862,  and  attended  school  at 
that  place  until  he  was  14  years  of  age.  For  the  next 
nine  years  he  w-orked  at  different  avocations,  finally 
deciding  to  follow  the  precedent  set  by  his  father. 
Philo  F.  Brown,  who  was  a  railroad  engineer.  In  the 
summer  of  1885,  he  secured  a  position  as  fireman  on 
the  Erie  at  Salamanca,  and  then  followed  three  years' 
service  on  freight  and  one  and  a  half  years  on  pas- 
senger, receiving  his  promotion  to  engineer  in  May, 
1890.  Since  that  time  he  has  run  continuously  in  the 
freight  service,  and  by  his  efficient  work  has  won  a 
high  position  in  the  ranks  of  the  engineers.  At  Con- 
cord, New  York,  while  firing,  a  wreck  occurred  be- 
tween a  double  header  and  a  Mogul  engine  and  while 
assisting  in  the  removal  of  the  debris,  Mr.  Brown  was 
so  severely  cut  on  the  head  that  he  was  laid  up  for 
three  weeks.  Since  his  promotion  he  has  had  no  acci- 
dents of  any  sort.  On  November  5,  1895,  he  was  mar- 
ried to  Miss  Maybelle  Wagner,  daughter  of  John 
Wagner,  a  prominent  farmer  of  western  New  York. 
They  have  one  child,  Darrell  V.,  aged  5  weeks.  Mr. 
Brown  is  a  prominent  member  of  B.  of  L.  E.,  Division 
43,  and  was  a  delegate  to  the  Firemen's  Convention  in 
San  Francisco  in  1890,  while  affiliated  with  the 
B.  of  L.  F. 


GEORGE  W.   BROWN. 

Port  Jervis,  New  York. 

George  W.  Brown  was  born  in  Piermont,  Rockland 
County,  New  York,  November  10,  1859,  and  in  1862 
his  father,  who  worked  in  the  West  Shore  shops, 
moved  to  Jersey  City,  as  the  shops  were  moved  there 


in  that  year.  George  went  to  No.  I  school  in  Jersey 
City,  graduating  from  No.  5  High  School  in  1873.  For 
a  while  he  was  assistant  bookkeeper  for  the  lladden 
Company  on  Chambers  Street,  New  York,  l)ut.  as  the 
work  was  too  confining,  he  gave  it  up  and  then  for 
two  years  went  to  the  old  John  Brown  tract,  owned  by 
the  Browns  for  120  years.  At  this  time  he  wanted  to 
commence  railroading,  but  the  Superintendent  would 
not  employ  him,  saying  that  he  was  not  old  enough. 
The  young  man  would  not  be  denied  the  privilege  oi 
engaging  in  some  sort  of  railroad  work,  so  he  entered 
the  shops  and  helped  put  on  the  first  air-brakes  used 
by  the  Erie,  engine  80  being  the  first  one  thus 
equipped.  He  then  did  electroplating  on  headlight ; 
and  for  ferry  boats,  tugs,  etc.,  and  worked  at  air  and 
steam  fitting.  He  helped  pipe  car  469,  the  first  Erie 
car  equipped  for  Pintsch  gas,  and  w-as  the  first  one  to 
make  this  gas  in  the  United  States,  being  tutored  at 
the  experimental  works  on  the  Weehawken  Branch 
by  the  agent,  Charles  Voigh,  of  Berlin.  Prussia.  On 
January  4  ^Ir.  Brown  began  firing  for  Mr.  Rounds, 
his  engine  being  an  old  broad-gauge  Cooke  Mogul 
known  as  No.  130.  He  ran  on  the  rounds  for  a  whi'.e 
and  then  as  extra.  In  October,  1883,  he  was  assigned 
as  fireman  for  Dan  Kenyon,  who  was  familiarly  known 
as  "Old  Buttermilk,"  and  possessed  the  reputation  of 
never  being  suited  with  his  fireman.  Mr.  Brown  was 
the  thirtieth  man  put  to  Kenyon's  test,  and  the  fact 
that  he  fired  for  him  three  years  proves  how  well  "Old 
Buttermilk"  was  suited  with  his  service.  In  October. 
1886,  he  was  assigned  to  fire  for  Ed.  Black,  and  after 
one  year  he  was  put  to  emergency  running,  which 
he  did  for  two  years,  firing  for  Black  in  the  mean- 
time. On  October  24.  1889.  he  was  promoted  to  en- 
gineer, and  after  running  all  the  different  trains  on  the 
Northern,  Greenwood  Lake  and  Bergen  runs,  he  was 
given  engine  742.  a  Class  L,  in  February,  1892,  which 
he  ran  between  Port  Jervis  and  Jersey  City.  In  1897 
he  was  put  in  charge  of  a  Baldwin  engine.  No.  876. 
which  he  is  now  running  on  freight.  On  May  23,  1881, 
Mr.  Brown  was  married  to  Miss  Alfretta  Gray  at 
Stony  Point.  New  York,  and  they  have  five  children, 
the  eldest  of  whom  is  18  years  of  age.  Mr.  Brown 
joined  Lodge  No.  3,  B.  of  L.  F.,  of  Jersey  City,  on 
January  10,  1881,  and  still  retains  his  membership 
in  this  order,  although  he  belongs  to  Lodge  54, 
B.  of  L.  E..  of  Port  Jervis.  He  also  belongs  to  Lodge 
No.  40,  O.  U.  A.  M.,  the  Y.  M.  C.  A.  of  Port  Jervis, 
and  is  interested  in  local  politics. 


BENJAMIN    FRANK    BROWN, 
Oil    City.    Pennsylvania. 

Benjamin  F.  Brown  was  born  in  Cochranton,  Penn- 
sylvania, December  29,  1855,  and  attended  school  in  his 


182 


ERIE    RAILWAY    EDITION. 


native  town  till  he  was  14  years  of  age.  He  began  his 
railroad  career  as  a  fireman  in  the  Corry  yards  of  the 
Philadelphia  &  Erie  Railroad.  After  a  short  experi- 
ence at  Corry  he  went  to  Shenango,  Pennsylvania, 
and  fired  on  the  Shenango  and  Allegheny  Railroad 
from  1873  to  1876,  when  he  was  promoted  to  engineer 
and  ran  imtil  the  spring  of  1879,  when  he  went  to 
Meadville  to  work  on  the  Erie.  He  was  given  a  posi- 
tion of  fireman,  and  after  about  a  year  was  placed 
in  charge  of  an  engine  in  the  freight  service.  In 
1885  he  was  transferred  to  the  Shenango  yard  of  the 
Erie,  where  he  remained  till  i8g6,  when  he  was  again 
transferred  to  the  Oil  City  yards,  where  he  still  re- 
mains. Mr.  Brown  is  quite  a  popular  man  with  his  as- 
sociates and  acquaintances  generally  and  belongs  to 
Eureka  Lodge,  No.  290,  F.  &  A.  M.,  of  Greenville; 
Mound  Chapter,  No.  212;  Mount  Calvary  Command- 
ery.  No.  67,  and  Shenango  Council,  No.  670,  Royal 
Arcanum.  April  30,  1879,  he  was  married  to  Miss  Ella 
A.  Diffenderfer,  daughter  of  John  Diftenderfer,  a 
farmer  of  Greenville.  They  have  two  children,  Eliza- 
beth E.,  aged  19,  educated  in  the  Greenville  schools 
and  a  graduate  of  Oil  City  Business  College,  is  a 
stenographer  for  a  business  firm  in  Oil  City;  Stanley 
A.,  aged  16,  is  now  attending  school.  jMr.  Brown's 
father  is  Dyer  J.  Brown,  a  hotel  keeper  of  Cochranton 
and  Sandy  Lake,  Pennsylvania;  his  mother  was 
Nanc}'  M.  Wier  of  Greenville.  Mr.  Brown  owns  some 
fine  property  in  Greenville,  and  is  a  respected  citizen 
wherever  his  work  happens  to  locate  him. 


PHILO   F.   BROWN, 

Jamestown,    New   York. 

Philo  F.  Brown,  who  is  now  night  hostler  at  James- 
town, and  a  highly  popular  employe  of  the  Erie,  was 
one  of  the  most  efiicient  of  the  road's  engineers  when 
ill  health  compelled  him  to  retire  from  active  service 
on  an  engine.  The  son  of  Sylvester  Brown,  a  farmer 
of  Waterloo,  New  York,  an  early  settler  of  that  portion 
of  the  state,  he  was  born  in  Oswego  County,  August 
15.  1839.  At  the  age  of  16  he  had  acquired  a  fine  com- 
mon school  education  and  he  then  went  to  work  as  a 
stationary  engineer  at  Jamestown.  In  1861  he  began 
his  railroad  career  as  a  fireman  on  the  Atlantic  &  Great 
Western  Railroad  at  Corry,  Pennsylvania.  After  three 
years  in  this  position  he  was  promoted  to  engineer  in 
October,  1865,  but  owing  to  an  accident  while  firing 
in  which  he  lost  an  eye,  he  was  not  assigned  to  road 
work,  being  given  an  engine  in  the  Salatnanca  yard, 
where  he.  remained  twenty-nine  years,  and  in  that  time 
never  h.:iu  a  wreck  or  cost  the  company  a  cent  for 
repairs  to  rolling  stock.  In  1894,  owing  to  ill  health 
he  resigned,  but  after  a  short  time  he  became  engineer 


on  the  boat  'jMahel."  which  runs  between  Lakewood 
ami  Celeron  on  Chautauqua  Lake.  He  held  this  place 
three  years,  and  then  resigned  to  take  charge  of  the 
electric  light  engines  of  Jamestown.  In  iSgS  he  re- 
turned to  the  employ  of  the  Erie  in  his  present  ca- 
pacity. In  1867  Mr.  Brown  was  united  in  marriage  to 
Miss  Kate  Nerhut,  of  Venango,  Pennsylvania,  and 
three  children  have  been  born  to  them;  Charles  E., 
aged  31,  is  an  Erie  engineer  and  lives  in  Meadville; 
Maude  died  at  the  age  of  8  years;  Blanche,  aged  24, 
educated  in  Randolph,  New  York,  is  married  to  J.  W. 
Coul,  an  electrician  of  Jamestown.  JNIr.  Brown  is  a 
member  of  Salamanca  Lodge.  No.  239,  F.  &  A.  jM.; 
Canada  Lodge,  No.  86,  A.  O.  U.  W.,  and  Division  No. 
43,  B.  of  L.  E.  He  is  a  property  owner  of  Jamestown, 
and  has  a  high  standing  in  the  connnunity  as  a  citi- 
zen of  worth  and  integrity. 


JOHN    BRU.MBAUGH, 

Huntington.   Indiana. 

John  Brumbaugh  was  born  in  Huntington,  Indiana, 
September  14,  1864,  and  attended  public  school  in 
that  place  until  he  was  15  years  of  age,  when  he 
secured  a  position  as  jointer  in  a  stave  factory  in  his 
native  city.  He  worked  at  this  business  for  several 
years,  and  then  accepted  a  place  as  engine  watchman 
on  the  Cincinnati,  Wabash  &  Michigan.  He  held  this 
position  six  months  and  then  returned  to  the  stave 
business  at  Hector,  Ohio.  He  worked  there  three 
years  and  then  secured  a  place  on  the  coal  docks  at 
Huntington  in  the  employ  of  the  Erie,  for  which 
company  his  father,  John  Braumbaugh,  Sr.,  works  as 
a  carpenter.  In  July,  1888,  he  was  advanced  to  fire- 
man, and  he  then  fired  freight  two  years  and  pas- 
senger six  years,  when  he  was  promoted  to  engineer 
in  the  fall  of  1896.  Since  that  time  he  has  run  an 
engine  in  the  freight  service  and  has  fully  demon- 
strated his  entire  fitness  for  the  position.  He  was 
married  May  16,  1886,  to  Miss  Johanna  Ross,  daugh- 
ter of  Jerome  Ross,  a  prominent  farmer  of  Van  Wert, 
Ohio.  Three  children  have  come  to  make  their  home 
pleasant;  Agnes  Bertha,  aged  12;  Mabel,  aged  9,  and 
Hazel  Gertrude,  aged  7,  all  of  whom  are  attending 
public  school  in  Huntington.  Mrs.  Brumbaugh,  who 
is  interested  in  social  aflfairs  as  well  as  being  a  model 
housewife,  is  a  member  of  the  Ladies'  Society  of  the 
B.  of  L.  F.  She  was  President  of  the  Order  for  one 
term,  and  at  present  holds  the  office  of  Secretary.  ]\Ir. 
Brumbaugh  is  a  member  of  William  Hugo  Lodge,  No. 
166.  B.  of  L.  F.,  and  enjoys  the  respect  of  a  large 
circle  of  friends,  being  highly  regarded  by  his  fellow 
engineers  and  the  citizens  of  his  community. 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


183 


JOHN   F.   BRUNER. 
Mcaclvillo,   Pennsylvania. 

If  tlic  War  of  the  Rebellion  was  still  in  progress  and 
Uncle  Sam  in  need  of  soldiers,  it  is  safe  to  assert  that 
John  F.  BruniT  would  be  one  of  the  number,  provided 
a  rebel  bullet  had  not  already  put  him  out  of  the 
service.  During  the  four  years  the  war  lasted  he 
volunteered  three  times,  re-enlisting  each  time  he  was 
mustered  out.  At  the  first  call  for  troops  he  enlisted 
April  25,  1861,  under  Captain  C.  S.  Cotter,  in  Com- 
pany A,  1st  Ohio  Artillery.  In  September,  1861,  his 
regiment  was  mustered  out  by  order  of  the  War  De- 
partment, and  the  following  May  he  enlisted  in  Com- 
pany D,  84th  O.  \'.  I.,  under  Captain  John  N.  Frazce. 
This  regiment  was  mustered  out  after  five  months  of 
service,  and  Mr.  Bruner  again  enlisted  on  May  2,  1864, 
in  Company  A,  150th  O.  V.  I.,  under  Captain  T.  S. 
Paddock.  He  served  four  months  with  this  regiment 
and  was  mustered  out  in  August.  1864,  at  Cleveland. 
Mr.  Bruner  was  born  in  Cleveland,  Ohio,  July  31,  1843, 
and  his  father  was  Jacob  Bruner,  an  employe  of  the 
Cleveland  &  Pittsburg  in  that  city.  The  young  man 
attended  school  in  Cleveland  until  he  was  15  years  of 
age.  when  he  went  to  work  in  the  car  shops  of  C.  &  P., 
remaining  there  three  years.  He  was  firing  on  the 
Cleveland  &  Erie,  now  the  Lake  Shore  &  Michigan 
Southern,  at  the  time  of  his  first  enlistment,  and  when 
he  was  mustered  out  at  the  close  of  the  war  he  re- 
turned to  that  road.  November  i,  1864,  he  was  pro- 
moted to  engineer,  and  the  following  year  he  severed 
his  connection  with  this  road  and  went  to  Meadville, 
where  he  was  given  an  engine  on  the  Atlantic  &  Great 
Western.  In  May,  1873,  he  went  to  the  C.  &  P.,  and 
ran  an  engine  for  two  years,  returning  to  Meadville 
and  re-entering  the  employ  of  the  Erie.  He  is  one  oi 
the  best  engineers  in  the  service,  has  never  had  an 
accident  and  there  has  never  been  the  scratch  of  a 
pen  against  his  record  in  all  his  railroad  experience. 
For  some  years  he  has  had  a  run  on  Nos.  13  and  16, 
the  Wells-Fargo  and  Buffalo  Express,  respectively, 
and  this  alone  shows  the  high  standing  he  has  in  the 
estimation  of  the  officials.  Mr.  Bruner  was  married 
July  2.  1865.  to  Miss  Katherine  Winter,  daughter  of 
Peter  Winter,  a  miner  of  Riener,  Germany.  They 
have  a  family  of  four  grown  up  children,  who  are  a 
credit  to  their  parents.  Frederick  J.,  aged  33.  a  fire- 
man on  the  Erie,  is  married  to  Miss  Ellen  Mullen  and 
lives  in  Meadville;  George  E..  aged  31,  is  employed  in 
the  Erie  shops  at  ^leadville  and  married  to  Miss  Eliza- 
beth Burchman:  Charles,  aged  29.  a  molder  by  trade, 
is  married  to  Miss  Sarah  Whitehead  and  lives  in  Cleve- 
land; Eva  M..  aged  2$,  was  educated  in  Meadville  and 
resides   with    her   parents.      Mr.    Bruner   is   a   member 


of  Stella  Council,  No.  230,  Legion  of  Honor,  and  B.  of 
L.  E.,  Division  No.  43.  He  is  one  of  the  foremost 
members  of  the  B.  of  L.  E.  in  this  section,  and  takes 
a  deep  interest  in  the  welfare  and  workings  of  the 
order.  He  was  a  delegate  to  the  conventions  at  At- 
lanta, Georgia;  St.  Paul,  Minnesota;  St.  Louis,  Mis- 
souri; and  is  now  a  member  of  the  Board  of  Adjust- 
ment, and  since  1890  Chairman  of  the  Grievance  Com- 
mittee. Mr.  Bruner  is  one  of  Meadville's  influential 
citizens,  owning  fine  residence  property  and  enjoying 
the  friendship  of  a  host  of  acquaintances. 


JACOB    P.    BRUNETT, 
Meadville,  Pennsylvania. 

Jacob  P.  Brunett  was  born  in  Meadville,  Pennsyl- 
vania, March  5,  1868,  and  is  the  son  of  Jacob  Brunett, 
a  shoemaker  of  that  city.  His  education  was  acquired 
in  the  public  schools  of  Meadville,  and  his  first  busi- 
ness venture  was  running  a  restaurant  in  Pittsburg, 
Pennsylvania.  He  was  thus  engaged  for  fourteen 
months,  but  tiring  of  the  business,  which  was  not  to 
his  liking,  he  closed  out  and  returned  to  Meadville, 
where  he  worked  for  the  Meadville  Natural  Gas  Com- 
pany for  seven  months.  He  then  began  his  railroad 
career  in  the  boiler  shops  of  the  New  York,  Pennsyl- 
vania &  Ohio  Railroad,  where  he  worked  thirteen 
months,  being  advanced  to  fireman  on  October  24, 
1887.  He  had  at  last  found  an  occupation  entirely 
suitable  to  him,  and  he  applied  himself  with  such 
energy  that  after  four  years  on  freight  and  one  month 
on  passenger  he  was  promoted  to  engineer.  This  was 
on  November  24,  1891,  and  since  that  time  has  run  in 
the  through  freight  service  of  the  Erie.  Mr.  Brunett 
has  been  in  three  wrecks,  but  in  each  case  he  was 
lucky  enough  to  escape  injury.  The  first  was  a  tail  end 
collision  at  Amasa,  Pennsylvania;  in  the  second  his 
engine  turned  over  at  Latimer  Crossing,  Ohio,  on 
June  18,  1893,  while  the  third  was  a  tail-end  collision  at 
Cortland,  Ohio.  Mr.  Brunett  was  held  blameless  iu 
all  these  mishaps,  and  there  are  no  black  marks  in  the 
coinpany's  books  against  him;  in  fact  he  is  one  of  the 
most  popular  men  running  out  of  Meadville,  both 
with  his  superiors  and  fellow  engineers.  He  was 
married  at  Niagara  Falls,  August  28,  1886,  to  Miss 
Julia  Guy,  daughter  of  Nicholas  Guy,  farmer  near 
Meadville.  They  have  no  children  and  so  have  more 
time  to  devote  to  society  affairs,  in  which  both  take 
great  interest,  as  they  have  a  host  of  friends  in  the 
polite  circles  of  the  city.  Mr.  Brunett  is  a  member  of 
Division  No.  43,  B.  of  L.  E.;  P.  H.  C.  of  Meadville, 
and  Lodge  No.  219,  B.  P.  O.  E.,  of  Meadville. 


184 


ERIE    RAILWAY    EDITION. 


JEREMIAH    H.    BUCKLEY,    SR., 

Siisiiuclianna,  Pennsylvania. 

For  fifty-three  years  the  name  of  Jeremiah  H.  Buck- 
ley,   Sr.,   has  appeared   on   the  pay   rolls  of   the    Erie, 
and  the  venerable  gentleman  who  has  regularly  drawn 
his   envelope  for  that  long  period   has   seen  the    Erie 
grow  from   a   line  of  surveyor's  stakes   to   one  of  the 
foremost    trunk    lines    of    the    country.      The    son    of 
Williatti   Buckley,   a  driver  by  trade,   he   was  born   in 
Ireland  in  1831.     His  father  came  to  the  United  States 
in  1840,  and  settled  in  East  River,  New  York.     Here 
Mr.   Buckley  attended  school  and  farmed  for  several 
years,   entering  the   employ   of   the    Erie   in   1847   and 
working  on  the  grade  between  Port  Jervis  and  Susque- 
hanna.    In    1852   he   was   transferred   to   the   shops   at 
Susquehanna,  and  after  one  year  there  was  given  the 
position  as  fireman.     He  ran  one  year  on  freight  and 
two   years   on     passenger,    being    then     advanced     to 
engineer  in  1856,  and  is  now  on  his  forty-fourth  year 
as  an   Erie  engineer,  a  record  that  is  excelled  by  but 
few.      Mr.    Buckley   iiulled   passenger   trains   for   eight 
years  between  Port  Jervis  and  Susquehanna,  and  then 
was  assigned   to  a  day-pusher  from  the   Susquehanna 
Yards  to  Gulf  Summit,  which  run  he  has  held  for  the 
past  thirty-six  years.     He  was  married  July   ig.   1857, 
to  Miss  Ellen  Green  of  Susquehanna,  and  to  them  have 
been    born    six    children:      Jane,    Josephine.    Thomas, 
Jeremiah,   Jr.,    Frederick,    and    Lauretta,   all   of   whom 
are   grown   to    maturity   and    happily    situated    in    life. 
Mr.  Buckley  is  a  member  of  Starrucca  Lodge,  No.  137. 
B.  of  L.   E.,  and  for  the  past  ten  years  has  held  the 
office  of  Third  Assistant   Chief.     His  wife  belongs  to 
the  Ladies'  Auxiliary  of  the  B.  of  L.  E.     Mr.  Buckley 
owns  some  valuable  property  in  Susquehanna,  and  is 
regarded  by  his  fellow  citizens  as  one  of  the  foremost 
men  of  the  city. 


is  deeply  interested  in  his  work  and  is  highly  competent, 
the  time  is  not  far  distant  when  he  will  be  given 
further  honors.  Mr.  Buckley  was  born  in  Susque 
hanna  on  February  22,  1869,  and  is  the  possessor  of  a 
tine  education,  having  been  a  diligent  student  in  the 
Susquehanna  schools  until  he  was  18  years  of  age.  He 
is  a  member  of  Starrucca  Lodge,  No.  137,  B.  of  L.  E., 
and  being  a  single  man,  is  quite  a  prominent  figure  in 
Susquehanna's  polite  circles,  as  well  as  a  great  favorite 
with  his  host  of  acquaintances. 


JEREMIAH  H.  BUCKLEY,  JR., 

Susquehanna,  Pennsylvania. 

Despite  the  fact  that  his  father  is  one  of  the  oldest 
and  best  engineers  of  the  Erie,  it  is  on  record  that 
Jeremiah  H.  Buckley,  Jr.,  had  inclinations  in  his 
younger  days  of  becoming  a  merchant;  but,  after  a  few 
years  in  a  grocery  store,  he  realized  that  his  inherent 
love  for  the  railroad  would  not  be  quieted,  and  so  in 
1889  he  applied  for  and  received  a  position  as  fireman 
on  the  Erie.  So  diligently  did  he  apply  himself  to  the 
duties  of  his  place  that  after  four  years  of  handling  the 
shovel  he  passed  a  fine  examination  and  was  pro- 
moted to  the  righthand  side  of  the  cab.  He  was 
given  a  freight  run  on  the  Jefferson  Division,  which  he 
continues  to  hold;    but,  as  he  is  one  of  those  men  who 


JERRY  J.  BUCKLEY, 

Carbondale,    Pennsylvania. 

November  24.  i860,  Jerry  J.  Buckley  began  this  life 
in  Susquehanna  County,  Pennsylvania,  being  the  son 
of  Thomas  Buckley,  a  farmer  of  that  community.  The 
young  man  improved  his  time  by  diligent  study  at  the 
district  school  until  he  was  15  years  of  age  at  which 
time  he  entered  upon  a  career  in  the  carpentering 
business.  Four  years  of  this  trade  satisfied  him  that 
there  were  occupations  more  remunerative  and  nearer 
to  his  taste,  and  for  nearly  a  year  he  tried  a  position 
in  the  molding  department  of  the  Erie  shops.  In 
October,  1883,  he  was  advanced  to  fireman  and  he  soon 
discovered  that  he  was  in  line  for  promotion  to  a  posi- 
tion that  exactly  suited  him.  His  career  of  six  years 
as  fireman  was  marked  with  excellent  work,  such  as 
to  win  him  many  commendations,  and  in  September, 
1889,  he  was  promoted  to  engineer.  For  the  past  ten 
years  he  has  run  freight  between  Carbondale  and 
Susquehanna,  and  during  that  time  has  established  a 
record  of  high-class  service  that  has  placed  him  well 
in  the  estimation  of  his  superiors,  while  his  uniform 
good  nature  and  friendly  disposition  has  inade  him  a 
favorite  with  all  along  the  line,  as  well  as  with  his 
fellow  employes.  Mr.  Buckley  is  a  prominent  mem- 
ber of  Susquehanna  Division,  B.  of  L.  E.,  No.  137. 
having  been  Second  Engineer  of  that  Division  for  two 
terms.  He  owns  fine  property  in  Susquehanna  Cciunty. 
mostly  farming  land  which  is  finely  improved. 


MICHAEL  BURKE, 

Buffalo,  New  York. 

Michael  Burke  was  born  in  Buffalo,  New  York,  on 
May  10,  1866,  being  the  son  of  John  Burke,  an  employe 
in  the  Erie  shops  at  Buffalo.  On  leaving  school  the 
young  man  immediately  evinced  his  desire  for  a  rail- 
road career  by  accepting  a  position  as  engine  wiper  in 
the  Buffalo  roundhouse.  He  served  in  this  primary 
school  for  engineers  for  a  period  of  six  years,  being 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


185 


advanced  to  fireman  in  September,  iS86.  when  he  was 
twenty  years  of  age.  He  fired  in  the  Bufifalo  yards  for 
the  ensuing  six  years,  receiving  a  merited  promotion 
to  engineer  on  August  4,  1892.  Since  this  time  he  has 
run  extra  in  the  freight  service  out  of  Buffalo,  and 
has  won  the  approval  of  his  superiors  by  the  efficient 
manner  in  which  he  handles  his  engine  and  trains. 
Mr.  Burke  is  unmarried  and  is  a  popular  man  among 
his  many  friends  and  acquaintances. 


ALEXANDER   BURNISON, 

Huntington,    Indiana. 

The  knowledge  a  man  acquires  from  experience  is 
the  kind  that  does  him  the  most  practical  good.  After 
mastering  his  trade  the  subject  of  this  sketch  broad- 
ened his  mind  and  extended  his  experience  by  follow- 
ing his  chosen  calling  on  many  roads.  That  he  bet- 
tered his  position  with  each  change  demonstrates  that 
the  knowledge  he  acquired  was  of  benefit  to  him,  and 
now  that  he  has  climbed  the  grade  in  life's  hill  and  is 
settled  down  to  the  easy  running  beyond  the  summit, 
the  Erie  is  to  be  congratulated  in  having  an  engineer 
of  such  wide  experience  in  its  employ.  He  was  born 
in  Gallon,  Crawford  County,  Ohio,  November,  1846. 
The  son  of  a  farmer,  he  left  school  at  16  to  engage  in 
active  life  as  a  stationary  engineer.  He  quit  that 
business  for  a  soldier's  career,  serving  for  two  years 
in  the  13th  Ohio  Volunteer  Cavalry,  under  Capt. 
Cling.  In  May,  1867,  he  commenced  firing  for  the 
Pittsburg,  Fort  Wayne  &  Chicago  Railroad,  resign- 
ing after  a  while  to  accept  a  similar  position  on  the 
"Bee  Line,"  now  known  as  "Big  Four."  After  six 
months'  firing  he  was  promoted,  and  then  for  twelve 
years  was  a  favorite  engineer  of  that  line,  running 
between  Gallon,  Ohio,  Union  City  and  various  other 
terminals.  He  left  this  road  and  accepted  an  engine 
on  the  ^Minneapolis  &  St.  Louis  Railroad,  running 
out  of  Minneapolis.  Later  he  resigned  and  went  to 
the  Denver  &  Rio  Grande  Railroad,  running  between 
Denver  and  Pueblo.  Eleven  months  as  freight  en- 
gineer and  eighteen  months  pulling  passenger  was 
the  extent  of  his  service  with  the  D.  &  R.  G.,  when  he 
returned  east  and  for  one  year  had  an  engine  on  the 
New  York,  Pennsylvania  &  Ohio,  as  it  was  then 
called.  He  then  entered  the  service  of  the  Chesa- 
peake &  Ohio,  running  for  one  year  between  Coving- 
ton, Ky.,  and  Huntington,  W.  Va.  In  1889  he  re- 
turned to  the  Erie  and  for  the  full  time  since  has  had 
the  same  run.  His  experience  of  twenty-nine  years 
in  the  cab.  twenty-five  on  freight  and  four  on  passen- 
ger, stamps  him  as  an  engineer  of  experience  and 
ability.      In    1890    he    married    Miss    Mary    Hershner, 


daughter  of  a  prominent  farmer  of  Crawford  County, 
Ohio.  One  child,  a  son,  was  born  to  them;  but  at  the 
age  of  21,  when  in  full  promise  of  useful  manhood,  he 
was  taken  by  the  hand  of  Death.  Mr.  Burnison  has 
one  of  the  nicest  homes  on  Market  street,  and  is  a 
highly  respected  citizen.  He  is  a  member  of  Div.  221 
B.  of  L.  E.,  and  of  No.  327,  F.  &  A.  M.,  of  Gabon. 


ABRAHAM   BURNS, 

Huntington,    Indiana. 

The  subject  of  this  sketch  is  a  native  of  Pennsyl- 
vania, having  been  born  in  Altoona,  in  November, 
1859.  His  father,  James  Burns,  was  engaged  in  the 
charcoal  business  near  Altoona,  and  Mr.  Burns  at- 
tended school  at  that  place  until  he  was  11  years  old. 
He  engaged  in  farming,  the  brickmaking  business, 
and  finally  drifted  into  railroading.  He  was  a  black- 
smith's helper  on  the  Pittsburg,  Fort  Wayne  &  Chi- 
cago Railroad  when  he  turned  his  attention  to  firing. 
After  two  years'  service  with  the  Fort  Wayne,  he  se- 
cured a  similar  position  with  the  Chicago  &  Atlantic. 
He  fired  freight  three  years  and  a  half  and  passenger 
six  months  on  the  Erie,  when,  in  December,  1886,  he 
was  promoted  to  engineer.  For  the  past  thirteen 
years  he  has  run  freight  between  Gallon  and  Hunt- 
ington, and  numerous  times  his  efficient  work  has 
been  made  conspicuous  by  words  of  praise  from  su- 
periors and  congratulations  from  his  fellow  engineers. 
He  is  a  member  of  Division  221,  B.  of  L.  E.;  Royal 
Arcanum  1006,  and  a  charter  member  and  treasurer 
of  the  Junior  Order  of  Lhiitcd  .American  Jilechanics. 
He  is  a  man  of  sterling  character  and  one  who  wins 
friends  wherever  he  goes.  In  December,  1879,  he  was 
married  to  Miss  Rachel  M.  Daltry,  daughter  of 
Thomas  Daltry,  who  is  foreman  of  the  blacksmith 
department  in  the  Huntington  shops.  They  have 
seven  children:  Carrie  May,  aged  18;  Alice  Olive.  16; 
and  Gertrude,  13,  are  attending  High  School.  How- 
ard, 10,  and  Walter  Dayton,  7.  are  attending  public 
school,  while  Thomas  James,  4.  and  George  Milton 
Dewey,  the  baby  and  pride  of  the  family,  are  the 
especial  charges  of  Mrs.  Burns,  who  guards  them  with 
true  motherly  care  and  solicitude. 


ERWIN  C.   BURROWS. 

Cleveland,    Ohio. 

Erwin  C.  Burrows  is  one  of  the  boys  who  marched 
through  Georgia  with  General  Sherman  during  the 
civil  war,  having  been  a  member  of  the  19th  Ohio 
Independent  Battery.     He  enlisted  at  Cleveland.  Ohio, 


186 


ERIE    RAILWAY    EDITION. 


in  July.  iSdi.  and  that  fall  fonnd  SDnie  interesting  ex- 
periences under  Gen.  Burnside  in  Kentucky.  His 
battery  joined  Sherman's  forces  at  Kno.xville,  and 
Mr.  Burrows  participated  in  all  the  engagements  of 
Sherman's  historic  campaign  until  the  battle  of  At- 
lanta, wliere  he  was  wounded  and  sent  home  on  a 
three  months'  sick  furlough.  At  the  expiration  of  the 
time  he  joined  Sherman's  army  at  Wilmington,  N. 
C,  and  was  with  him  until  the  close  of  the  war,  being 
at  Salcsburg.  N.  C.  when  hostilities  ceased.  J\Ir. 
Burrows  was  born  in  Olmsted,  Ohio,  February  19, 
1844;  moved  from  there  to  Cleveland  when  he  was  7 
years  old,  and  attended  the  Institute  School  on  the 
Heights  until  the  age  of  16  years,  when  he  went  to 
Cleveland  and  secured  a  position  in  the  shops  and 
firing  extra  on  the  tb.en  Cleveland  &  Mahoning,  now 
Mahoning  Division  of  the  Erie.  He  gave  up  this 
place  to  enlist,  and  on  being  mustered  out  in  1865, 
returned  to  the  employ  of  the  Erie  as  fireman,  con- 
tinuing as  such  until  1867,  when  he  was  promoted  to 
engineer.  He  ran  extra  and  fired  for  a  short  time, 
when  he  resigned  and  went  to  Marquette,  Mich, 
where  he  secured  a  position  as  engineer  on  the  Mar- 
quette, Houghton  &  Ontonagon  Railroad.  He  con- 
tinued with  this  road  thirteen  years,  the  first  on  freight 
and  the  last  twelve  on  passenger.  Although  the  oldest 
engineer  on  the  road,  Mr.  Burrows  became  dissatis- 
fied, and  leaving  Michigan  returned  to  Cleveland, 
where  he  was  employed  by  the  Erie  as  an  engineer. 
He  is  now  pulling  local  freight  between  Cleveland 
and  Youngstown,  and  is  the  third  oldest  engineer  on 
the  Jilahoning  Division.  His  long  career  in  the  cab 
has  been  quite  successful  and  his  ability  is  known  to  be 
of  the  highest  order,  commanding  the  respect  of  his 
fellows  and  holding  the  esteem  of  his  superiors.  He 
is  aiTiliated  with  the  Devereau.x  Lodge  No.  167,  B. 
of  L.  E.,  and  is  quite  prominent  in  its  councils,  hav- 
ing been  Chief  of  the  Division  one  term.  On  May 
25,  i86g,  he  was  married  to  Miss  Lyda  Lowman,  now 
deceased.  One  daughter  was  born  to  them,  who  is 
married  and  lives  in  Cleveland. 


GEORGE  BUSH, 

Huntington,    Indiana. 

George  Bush  achieves  distinction  from  the  fact  that 
he  was  a  steamboat  engineer  of  the  Columbia  river 
and  Upper  Cascades.  He  was  born  in  Morris  County, 
New  Jersey,  October  ig,  1853,  and  attended  school 
vmtil  he  was  17  years  old,  acquiring  a  fine  common 
school  education.  His  father  was  Ralph  Bush,  a 
pioneer  farmer  of  Morris  County,  and  the  young  man 
worked  on  his  father's  farm  until  he  was  20  years  old. 


when  he  took  a  trip  to  the  Pacific  coast.  Here  he  ac- 
cepted a  position  with  the  O.,  R.  &  N.  Co.  as  en- 
gineer, and  for  seven  years  ran  a  passenger  and 
freight  steamer  on  the  Columbia  river  between  Port- 
land, Oregon,  and  the  Cascades,  and  Portland  to 
Eugene  City  on  the  Willamette.  He  ran  the  first 
steamboat  that  entered  and  went  through  the  Upper 
Cascade  locks  in  1880.  In  1882  he  began  his  rail- 
road career  as  a  fireman  on  the  Chicago  &  Atlantic. 
He  fired  liut  one  year,  when  his  superior  ability  and 
thorough  knowledge  of  engines  won  him  promotion 
to  engineer  under  Master  Mechanic  Ackley.  Mr. 
Bush  has  been  running  on  freight  for  the  past  six- 
teen years,  and  for  seven  years  has  run  on  Nos.  JJ 
and  90,  known  as  the  "New  York  Merchandise."  He 
stands  well  up  in  the  confidence  of  his  superiors,  who 
have  often  complimented  him  on  his  ability  and 
judgment.  On  September  23,  1874,  he  was  married 
to  Miss  Mary  E.  Renshaw,  daughter  of  Charles  Ren- 
shaw,  who  was  the  boss  nailer  in  the  Boonton  (New 
Jersey)  Iron  Mills.  They  have  five  children.  Charles, 
the  eldest.  22  years  of  age,  is  a  traveling  salesman; 
Irwin,  aged  16,  is  an  apprentice  in  the  Erie  Machine 
shop  at  Huntington;  George,  aged  9,  and  Lewis,  aged 
7,  are  attending  public  school,  while  their  only  daugh- 
ter, Laura,  aged  14,  has  passed  her  examinations  and 
will  enter  High  School  the  coming  season.  Mr.  Bush 
is  held  in  high  esteem  by  his  brother  engineers,  and 
both  he  and  Mrs.  Bush  enjoy  the  friendship  of  all 
whom  they  meet.  He  is  a  member  of  B.  of  L.  E.  Di- 
vision No.  221;  Amity  Lodge  No.  413.  F.  &  A.  M., 
and  the  Royal  Arcanum.  Mr.  Bush  is  also  quite  a 
sportsman  and  every  year  takes  a  vacation  long 
enough  to  make  a  hunting  trip  into  some  region 
where  game  abounds,  and  when  he  returns  he  brings 
plenty  of  trophies  to   testify  to  his   skill   with  the   gun. 


D.   CLINTON   BUTLER, 

Huntington,    Indiana. 

The  son  of  Beale  Butler,  a  farmer  of  Huntington 
County,  Indiana.  D.  Clinton  Butler  was  born  in  Whit- 
tley  County,  Indiana,  on  November  10,  1862.  He 
attended  school  until  he  was  17  years  of  age  and  then 
went  to  railroading,  having  secured  a  position  as  ap- 
prentice in  the  Chicago,  Burlington  &  Quincy  round- 
house at  Creston,  Iowa.  He  was  soon  promoted  to 
fireman,  running  on  a  yard  engine  at  Creston  for  a 
}'ear.  He  then  went  to  the  Chicago,  Milwaukee  &  St. 
Paul,  where  he  fired  six  months,  entering  the  employ 
of  the  Erie  next,  and  securing  promotion  to  engineer 
in  1886.  Mr.  Butler  was  married  June  12,  1888,  to 
Miss    Anetta    Campbell,    daughter   of   William    Camp- 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


187 


bell,  a  tobacco  dealer  of  Hiiiitingtoii.  and  they  have 
a  family  of  lour  children.  Mr.  Biitlcr  is  a  member  of 
Lodge  No.  221,  B.  of  L.  E..  and  has  held  various 
ofliccs  in  the  same.  He  is  also  altiliatcd  with  Amity 
Lodge  No.  48.?.  E.  &  .\.  M..  and  Council  1006.  Royal 
Arcanum. 


ABNER  G,  BRYAN. 
Gallon,  Ohio. 
After  a  life  full  of  usefulness,  attended  by  pros- 
perity, Abner  G.  Bryan  has  settled  down  to  enjoy  the 
fruits  of  his  toil.  Jilr.  Bryan  was  born  in  Wayne 
County,  Ohio,  on  December  15,  1835,  and  received 
quite  a  fine  education.  He  ran  a  stationary  engine  at 
Ashland,  Ohio,  from  1857  to  1861,  enlisting  in  the 
23d  Ohio  Volunteer  Infantry  in  May  of  that  year.  He 
served  two  years  as  a  musician,  and  on  his  return 
home  in  1863  was  employed  by  the  Atlantic  &  Great 
Western.  After  braking  a  short  time  he  was  put  to 
firing,  being  promoted  to  engineer  in  the  fall  of  1868. 
He  ran  a  yard  engine  at  Urbana,  Ohio,  some  time 
and  then  ran  in  the  freight  service  until  the  spring 
of  1879,  when  he  retired  from  active  duty,  making 
extra  trips  as  passenger  engineer  occasionally  to  keep 
his  standing  as  ati  engineer.  He  has  always  retained 
his  membership  in  the  B.  of  L.  E.,  and  is  a  stanch 
supporter  of  that  order,  having  represented  the  local 
lodge  at  the  grand  international  convention  held  at 
Montreal  in  1880,  and  has  been  Chief  of  Division  16, 
and  represented  it  at  the  New  York  convention.  He 
is  also  a  member  .of  Dick  Morris  Post  No.  130,  G.  A. 
R..  the  Junior  Order  of  American  Mechanics,  and  is 
Treasurer  of  the  Board  of  Trustees  of  the  IMethodist 
Church.  Mr.  Bryan  was  tiiarried  on  May  9,  i86i,  to 
Miss  Sarah  A.  Dice  of  Gabon,  and  they  have  one 
daughter,  Florence.  Mr.  Bryan  was  engaged  in  the 
coal  business  for  a  number  of  years,  but  has  lately 
retired.  He  owns  some  finely  improved  property  in 
Gallon,  and  is  one  of  the  city's  best  citizens. 


JOHN  CALLAHAN, 
Buffalo,  New  York. 
John  Callahan  was  born  in  Ireland  on  June  27,  1849, 
being  the  son  of  Timothy  Callahan,  a  farmer.  The 
young  man  secured  a  common  school  education  and 
then  engaged  in  farming  until  he  was  18  years  of  age. 
In  1867  he  decided  to  Come  to  America,  and  after  locat- 
ing at  Unionville.  New  York,  he  again  engaged  in 
farming,  which  avocation  he  followed  until  November. 
1871.  when  he  entered  the  employ  of  the  Erie  at 
Hornellsville,  first  as  car  inspector  and  then  as  line- 
man. In  September,  1872,  he  was  advanced  to  fireman, 
running  on  the  Buffalo  Division  for  the  ensuing  eight 
years    and    receiving   promotion   to    engineer   in    Sep- 


tember, 1880.  He  was  then  assigned  to  a  switch  engine 
in  the  Buffalo  yards,  in  which  capacity  he  has  faith- 
fully and  cfliciently  served  the  company  for  nearly 
twenty  years.  In  June,  1875,  Mr.  Callahan  w-as  mar- 
ried to  Miss  Mary  Welsh,  daughter  of  James  Welsh,  a 
liveryman  of  Buffalo.  Six  children  have  been  born  to 
them,  of  whom  John,  a  fireman  on  the  Erie,  aged  24, 
is  the  oldest:  Timothy,  aged  22.  is  a  fireman  on  the 
Buffalo  Creek  Railroad;  .\nna  is  a  graduate  of  the 
Buffalo  Public  Schools;  James  is  attending  in  the 
parish  school;  while  Charles  and  Frank  are  attend- 
ing the  public  schools.  Mrs.  Callahan  is  a  member  of 
the  C.  L.  B.  A.  and  the  Ladies'  Auxiliary  of  the  B.  of 
L.  E.  Mr.  Callahan  belongs  to  Division  15,  B.  of  L. 
E.,  and  the  C.  M.  B.  A.  He  owns  a  nice  two-story 
residence  on  South  Division  Street  and  is  highly  re- 
garded by  his  many  acquaintances. 


PATRICK  J.  CAHALANE, 

Huntington,   Indiana. 

Patrick  J.  Cahalane  was  born  in  Indianapolis,  Indi- 
ana, January  27,  1861,  and  when  a  school  boy  of  only 
8  years  of  age,  began  his  useful  career  by  selling  news- 
papers, which  he  continued  to  do  until  he  was  14  years 
of  age.  by  that  time  having  acquired  a  good  common 
school  education,  he  entered  more  actively  in  the 
busy  scenes  of  life.  He  began  railroad  service  at  the 
very  bottom,  and  while  yet  very  young,  was  engaged 
by  the  "Pan  Handle"  as  a  caller  for  engine  crews. 
After  two  years  of  calling,  he  was  employed  as  a  fire- 
man, and  after  two  more  years  of  service  with  this 
road  he  resigned  to  accept  a  position  as  hostler  in  the 
Chicago.  Indianapolis,  St.  Louis  &  Cincinnati  round- 
house, at  Indianapolis.  In  a  short  time  he  returned 
to  firing  again,  and  for  seven  successive  years  worked 
in  that  capacity  for  the  C,  I,  St.  L.  &  C,  with  a  repu- 
tation of  being  one  of  the.  cleanest  and  best  firemen  on 
the  Chicago  Division.  He  received  his  promotion  on 
that  road,  and  for  one  year  ran  as  engineer  from  Cin- 
cinnati to  Kankakee,  Illinois.  In  1890.  he  again  re- 
signed his  position  to  accept  a  similar  one  on  the 
Chicago  &  Atlantic,  under  Master  Mechanic  Berry, 
since  which  time  he  has  run  between  Chicago  and 
Gallon.  He  is  highly  esteemed  by  his  fellow  engineers, 
and  many  times  has  received  the  praise  of  his  superiors 
for  his  efficiency  and  good  judgment.  iMr.  Cahalane's 
father  was  a  railroad  man,  and  lived  in  Indianapolis 
until  his  death,  leaving  a  wife  and  six  children,  Mr. 
Cahalane  being  the  eldest.  His  solicitude  for  the  hap- 
piness of  his  mother  is  highly  regarded  by  those  who 
know  him.  He  has  built  Iter  a  lovely  home  in  Indi- 
anapolis, and  always  contributes  very  liberally  to  her 
support. 


188 


ERIE    RAILWAY    EDITION. 


THOMAS   CALLAHAN, 
Cleveland,    Ohio. 

Born  in  Ireland  in  December,  1850,  Thomas  Calla- 
han was  left  an  orphan  at  the  age  of  4  years,  since 
which  time  he  has  had  the  shaping  of  his  own  career, 
and  judging  by  the  responsible  position  he  holds,  the 
property  he  has  accumulated  and  the  high  esteem  in 
which  he  is  held  by  all  his  acquaintances  he  has  made 
a  grand  success  of  life.  He  received  his  education  in 
Ireland,  and  on  quitting  school  at  the  age  of  12  years, 
he  devoted  the  ensuing  five  years  to  farming.  In  1867 
he  came  to  America  and  made  Cleveland  his  home, 
having  secured  a  position  as  wiper  on  the  Erie  Rail- 
road. This  place  he  held  for  three  years,  being  then 
advanced  to  switch  tender,  and  after  two  years  he  was 
promoted  to  fireman.  For  fourteen  years  he  handled 
the  shovel,  his  long  and  faithful  service  being  reward- 
ed by  promotion  to  engineer  in  July,  1886.  He  was 
given  a  yard  engine,  which  he  ran  for  a  period  of 
two  years,  being  then  advanced  to  road  work  in  the 
freight  service,  at  which  he  still  continues.  Mr.  Calla- 
han is  a  faithful,  conservative  runner,  whose  ability 
is  recognized  by  both  his  superiors  and  brother  en- 
gineers. He  has  had  two  close  calls,  both  of  which 
resulted  quite  seriously,  although  there  was  no  one 
badly  hurt  in  either  wreck.  The  first  occurred  while  he 
was  pulling  freight  between  Hiram  and  Mantua.  A 
work  train  was  stranded  midway  between  these  sta- 
tions and  Mr.  Callahan  being  misinformed  as  to  its 
exact  location  ran  into  the  rear  end  of  the  train, 
telescoping  the  caboose  and  derailing  the  engine. 
About  fifty  men  were  working  on  the  construction 
train,  but  no  one  was  injured.  Mr.  Callahan  and  his 
fireman  saved  themselves  by  jumping.  In  December, 
1897,  while  coming  down  the  steep  grade  into  Cleve- 
land with  about  thirty-five  loads,  the  Cleveland  & 
Pittsburg  crossing  was  held  by  a  train  on  that  road. 
Every  effort  was  made  by  Mr.  Callahan  to  control  his 
train,  but  it  was  impossible  to  stop  it.  The  "D"  rail 
threw  the  engine  and  four  cars  into  the  ditch,  and 
again  Mr.  Callahan  and  his  fireman  saved  them- 
salves  by  jumping.  On  October  12,  1876,  he  was 
married  to  Miss  Bridget  Cavanaugh,  daughter  of  John 
Cavanaugh,  a  retired  expressman  of  Cleveland.  Ten 
children  have  been  born  to  them,  six  sons  and  four 
daughters.  John,  the  eldest,  is  now  in  San  An- 
tonio, Texas,  for  his  health;  Daniel  is  a  brakeman  on 
the  Cleveland,  Lorain  &  Wheeling  Railroad;  Owen, 
aged  18,  is  an  employe  of  the  Erie;  Thomas,  16,  will 
graduate  from  school  this  fall;  Annie,  14;  William.  12; 
Joseph,  10;  Kate,  7,  and  Mabel,  5,  are  attending 
school,  while  Grace,  aged  2,  is  the  especial  care  of 
Mrs.   Callahan  who  takes  true  motherly  pride  in  her 


family.  Mr.  Callahan  is  a  member  of  B.  of  L.  E.. 
Division  167,  and  takes  great  interest  in  its  affairs.  He 
owns  a  pleasant  home  at  341  Jefferson  Street,  and  has 
other  valuable  property  interests  in  the  city. 


M.  P.  CAMPBELL. 
Hornellsville,    New   York. 

Martin  J.  Campbell  was  a  conductor  on  the  North- 
ern Central  &  Pennsylvania  Railroad,  and  when  his 
son,  M.  P.  Campbell,  was  old  enough  to  begin  rail- 
roading he  followed  in  the  footsteps  of  his  father. 
Born  in  Barrington,  Yates  County,  New  York,  in 
1861,  he  secured  a  good  common  school  education,  and 
then,  at  the  age  of  15,  began  his  successful  railroad 
career  as  a  switchman  in  the  Erie  yards  at  Elmira, 
where  he  remained  four  months.  In  July,  1876,  he 
secured  a  position  as  brakeman  on  the  Delaware, 
Lackawanna  &  Western  Railroad,  and  continued  with 
that  road  until  1885,  when  he  entered  the  employ  of 
the  Baltimore  &  Ohio  at  Pittsburg  as  fireman.  Five 
months  later,  January  12,  1887,  he  returned  to  the 
Erie  as  fireman  on  the  Susquehanna  Division.  Janu- 
ary 6,  1890,  his  efficient  service  was  rewarded  by  pro- 
motion to  engineer,  since  which  time  he  has  been  con- 
tinuously in  the  freight  service.  JMr.  Campbell  has 
been  highly  successful  in  every  capacity  he  has  worked 
and  his  ability,  judgment  and  fidelity  have  won  him 
many  encomiums  from  his  superiors,  while  the  good 
wishes  of  his  fellow  workmen  always  attend  his 
efforts.  On  August  7,  1S89,  he  was  united  in  marriage 
to  Miss  Bonnie  Shirley,  and  three  children  have  been 
Clayton  John.  Mr.  Campbell  is  a  member  of  the  B. 
of  L.  E.,  and  is  regarded  as  one  of  Hornellsville's 
best   citizens. 


STEPHEN   CAMPBELL, 
Jersey  City,  New  Jersey. 

Born  in  New  York  City  January  5,  1831,  Stephen 
Campbell  moved  with  his  parents  to  SufFern,  New 
York,  when  quite  young,  and  attended  school  there 
until  he  was  15  years  of  age.  He  then  went  to  Pater- 
son,  New  Jersey,  where  he  worked  in  a  cotton  mill  a 
short  time,  leaving  that  avocation  to  learn  the  baker's 
trade,  at  which  he  worked  until  1852.  On  September 
20  of  that  year  he  took  service  with  the  Paterson  & 
Hudson  River  Railroad  as  a  brakeman,  continuing 
for  eleven  months.  In  August,  1853,  he  started  to 
fire  on  engine,  an  R.  L.  Colt,  working  about  two 
weeks  under  the  direction  of  Charles  Fraiser.  He 
born  to  them,  two  of  whom  survive — Hazel  Mary  and 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


189 


^^^m        "^^ 

v^^^^l 

|| 

^'^''^ 

^^^^^^^^^^^^^^^^^^K^la^aL^l^iS^fi^H 

H^ 

THOMAS   CALLAHAN. 


PATRICK    J.    CAHALANB. 


190 


ERIE    RAILWAY    EDITION. 


then  went  on  the  engine  Ramapo,  H.  P.  Carlough, 
engineer,  nntil  the  fall  of  1854.  The  wide  gauge  was 
ready  from  Paterson  to  Jersey  City,  and  everybody 
was  discharged.  Mr.  Campbell  and  two  or  three  en- 
gineers and  firemen  were  engaged  to  go  on  the  broad 
gauge,  or  N.  V.  &  E.  R.  R.  On  July  21,  1856,  he 
was  promoted  to  engineer,  and  being  given  a  Hinkley 
engine,  No.  54,  he  was  assigned  to  switch  work,  which 
he  performed  for  seven  years.  At  the  time  of  the 
strike  on  October  4,  1856,  Mr.  Campbell  was  laid  oft 
only  two  days.  In  July,  1863,  he  was  given  a  freight 
run  from  Jersey  City  to  Port  Jervis  and  Newburg.  In 
1868  he  was  assigned  to  emigrant  trains  Nos.  8  and  21, 
and  continued  in  the  passenger  service  until  March  9, 
1888,  when  he  quit  road  work  and  took  a  switch  en- 
gine in  the  Jersey  City  yards.  The  only  wreck  he  has 
ever  encountered  occurred  on  September  28,  1870,  at 
Turner  Station,  when  he  was  pulling  train  No.  12 
with  engine  313.  He  ran  into  L.  B.  Lent's  circus  train 
and  in  the  wreck  Mr.  Whitback.  the  manager,  was 
killed.  Mr.  Campbell  was  uninjured,  in  fact  the  only 
injury  he  has  ever  received  was  at  Jersey  City  on 
April  19,  1876,  when,  having  been  caught  between  car 
and  depot,  his  shoulder  bone  was  broken.  On  Novem- 
ber 25,  1858,  Mr.  Campbell  took  unto  himself  a  help- 
mate. Miss  Eliza  Waldo,  of  Jersey  City,  and  three 
girls  have  been  born  to  them,  one  of  whom  is  a  school 
teacher  at  Bergen.  Mr.  Campbell  is  a  member  of  the 
Masonic  order,  having  joined  Varick  Lodge,  No.  31, 
in  1858.  He  is  now  a  member  of  Highland  Lodge, 
No.  80.  He  joined  Division  54,  B.  of  L.  E.,  at  Port 
Jervis,  and  was  a  charter  inember  of  Hudson  Division, 
No.  135,  B.  of  L.  E.,  having  joined  in  1872,  and  is 
also  affiliated  with  the  B.  of  L.  E.  Jilutual  Life  & 
Accident  Insurance  Association.  He  owns  a  pleasant 
home  in  the  city  and  is  widely  respected. 


THOMAS   CAMPBELL, 

Deposit,  New  York. 

Along  the  entire  line  of  the  Erie  there  is  not  an 
engineer  who  is  more  popular  than  Thomas  Campbell, 
for  he  is  one  of  those  fortunate  men  who  have  the 
happy  faculty  of  making  friends  and  retaining  them. 
As  an  engineer  he  grades  among  the  best,  having  some 
years  ago  left  a  good  passenger  run  to  accept  a  pusher 
engine,  the  duties  of  which  position  permitted  him  to 
spend  more  time  with  his  family.  The  son  of  Rae 
Campbell,  a  farmer  of  Mammoth  County,  New  Jersey, 
he  was  born  January  19,  1846,  and  received  a  liberal 
education  in  the  common  and  graded  schools  of  his 
native  town.  After  working  on  his  father's  farm  a 
short  time,  he  went  to  Rochester,  New  Y'ork,  wdiere  he 


started  in  the  New  York  Central  machine  shops  as 
a  helper,  and  in  three  years  and  a  half  developed  into 
a  fine  machinist.  He  resigned  in  1866  to  accept  a  place 
on  the  Erie,  and,  after  firing  a  year  and  a  half,  the 
last  six  months  of  wdiich  was  on  passenger,  he  was 
promoted  to  engineer  and  given  a  freight  run  on  the 
Delaware  Division,  which  he  held  until  1877.  From 
tliat  date  until  1885  he  had  various  passenger  runs, 
the  duties  of  which  were  always  acceptably  performed, 
and  it  was  with  regret  that  the  company  assigned  him, 
on  his  request,  to  a  pusher  between  Gulf  Suinmit  and 
Deposit.  On  May  20,  1869,  Mr.  Campbell  was  united 
in  marriage  to  Miss  Rebecca  Burstell,  daughter  of 
John  Burstell,  a  prominent  farmer  of  Ulster  County, 
New  York.  They  have  three  children,  of  whoin  Min- 
nie, aged  28,  is  married  and  resides  in  New  Y'ork 
City;  James,  aged  26,  is  first  assistant  foreman  of  the 
Brooklyn,  New  York,  fire  department;  and  Florence, 
aged  20,  is  a  graduate  of  Port  Jervis  High  School 
and  resides  with  her  parents  in  their  own  pretty 
home  in  Deposit.  Mr.  Campbell  belongs  to  Oguga 
Lodge,  No.  703,  I.  O.  O.  F.,  of  Deposit,  and  Lodge 
No.  54,  B.  of  L.  E.,  of  Port  Jervis. 


WILLIAM   CAMPBELL, 

.Akron.  Ohio. 

William  Campbell  was  born  May  24,  1848,  and  com- 
menced railroading  in  1881  in  the  capacity  of  engine 
wiper  in  the  Kent  roundhouse.  He  followed  this  avo- 
cation three  years,  being  then  transferred  to  firing  a 
switch  engine,  and  after  eighteen  months  went  into 
road  service,  receiving  promotion  to  engineer  in  May, 
189a,  since  which  time  he  has  run  a  switch  engine  in 
the  Akron  yards.  Mr.  Campbell  was  married  on  April 
30,  1870,  to  Miss  Emma  Stevens  of  Akron,  and  they 
•have  two  children,  Fred  L.  and  Arthur  B.  The  former 
is  firing  for  his  father,  and  the  latter  is  an  employe  of 
the  American  Cereal  Company.  ;\lr.  Campbell  owns 
his  own  home  and  is  highly  respected  by  his  fellow 
citizens. 


GOLD  R.  CA^IPMAN, 
Sharon,    Pennsylvania. 

Gold  R.  Campman  was  one  of  a  family  of  twelve 
children,  and  was  born  March  5,  1866,  in  West  Middle- 
sex, Pennsylvania,  where  his  father  was  a  boss  in  a 
blast  furnace,  and  who  served  three  years  and  six 
months  in  the  I42d  Pennsylvania  Volunteers.  After 
attending  school  until  he  was  14  years  of  age  Mr. 
Campman  went  to  work  in  a  brickyard,  where  he 
labored  two  years,  then  accepting  a  situation  as  flag- 


AMERICAN    LOCOMOTIVE    ENCUNEERS. 


191 


M.    P.    CA.Ml'UELL. 


THOMAS   CAMPBELL. 


192 


ERIE    RAILWAY    EDITION. 


man  for  a  crew  who  were  laying  steel  for  the  Pennsyl- 
vania Railroad  Company.  After  a  short  time  he  was 
advanced  to  brakeman,  a  place  he  held  for  six  months, 
when  he  was  taken  sick  with  typhoid  fever  and  was 
unable  to  work  for  over  a  year.  He  was  employed 
for  two  months  as  a  furnace  hand  at  Middlesex,  leav- 
ing there  to  accept  a  place  as  brakeman  on  the  Ma- 
honing Division  of  the  Erie.  Two  years  later  he  was 
advanced  to  fireman,  and  in  this  capacity  served  for 
seven  years,  being  promoted  to  engineer  in  April, 
1895.  He  ran  extra  and  fired  until  1897,  when  he  was 
given  a  regular  engine,  and  has  since  been  engaged 
in  the  freight  service.  Although  a  comparatively  young 
engineer  he  has  demonstrated  his  thorough  fitness 
for  the  responsible  position  he  holds,  and  is  well  liked 
by  his  superiors  and  a  favorite  with  brother  engineers. 
iNIr.  Campman  has  been  in  but  one  wreck,  that  was 
when  firing  on  a  double  header,  when  both  engines 
left  the  track  and  turned  over  in  the  ditch  near  Pyma- 
tuming.  Fortunately  all  had  time  to  jump  and  thus 
no  one  was  injured.  August  12,  1886.  ]\Ir.  Campman 
was  married  to  Aliss  Efiie  J.  Gold,  of  Franklin,  Penn- 
sylvania, and  they  have  a  charming  family  of  three 
children,  one  son  of  1  r  years  and  two  daughters, 
Irejie,  7,  and  Jura,  3.  Mrs.  Campman's  father  was 
killed  when  she  was  but  one  year  old  by  a  lightning 
stroke.  Mr.  Campman  and  wife  are  members  of  the 
P.  H.  C.  of  Sharon,  and  Mr.  Campman  belongs  to 
Mahoning  Lodge.  No.  199.  B.  of  L.  F.  He  owns  a 
pleasant  home  at  48  River  Street,  and  is  one  of 
Sharon's   highly   respected   residents. 


JOHN  C.   CARR, 

Gallon,   Ohio. 

John  C.  Carr  was  born  in  Union  County,  Ohio, 
July  8.  1854.  His  father  was  Daniel  Carr,  a  prosper- 
ous farmer  of  L^nion  County,  and  one  of  the  early  set- 
tlers of  that  community,  having  cleared  his  farm  from 
the  woods  that  once  covered  that  fertile  section.  Mr. 
Carr  attended  school  until  he  was  IS  years  of  age,  and 
in  April,  1871,  secured  a  position  as  brakeman  on  the 
Atlantic  &  Great  Western,  which  he  held  for  three 
years.  In  November,  1874,  he  began  firing  in  the 
employ  of  the  same  company,  and  for  three  years 
fired  on  freight  and  the  same  length  of  time  on  pas- 
senger. In  January,  1890,  he  was  promoted  to  en- 
gineer, and  for  the  past  nine  years  has  run  on  through 
freight,  performing  his  duties  in  an  earnest,  thorough 
manner  that  is  winning  him  the  esteem  of  the  officials 
and  his  fellow  employes.  He  was  married  December 
24.  1S74,  to  !Miss  Emma  M.  Clayton,  daughter  of  John 
Clayton,  of  Licking  County,  Ohio.  They  have  five 
children:  lilina  D.,  aged  23,  is  married  to  .\.  J. 
Eason,  an  employe  of  the  Erie  at  Gallon;  Mildred  J., 
aged  21,  and  ^lary  E.;  aged  19,  educated  in  Gallon; 
Jessie  J.,  aged  17.  is  attending  school,  and  John  E., 
aged  15,  is  engaged  in  the  transfer  business.  Mr.  Carr 
is  a  member  of  B.  of  L.  E..  Division  No.  16;  B.  of  L. 
F.,  No.  107;  I.  O.  O.  F.,  Rush  Creek  Lodge,  No.  629; 
Richwood  Encampment,  No.  185.  and  Lodge  No.  284. 
Daughters  of  Rebecca.  He  owns  nice  property  at  250 
South  Union  Street,  and  is  a  highly  respected  citizen 
of  Gallon. 


ROBERT   CANTWELL, 
Youngstown,  Ohio. 

One  of  the  promising  young  engineers  of  the  Erie 
at  Youngstown  is  Robert  Cantwell,  who  was  born  in 
Burnice,  Pennsylvania,  on  March  19,  1869.  He  worked 
in  the  coal  mines  at  Bradford,  Pennsylvania,  for  a 
number  of  years,  going  to  Youngstown  to  accept  a 
position  in  the  rolling  mills  there.  In  September,  i8go, 
he  secured  a  position  as  fireman  on  the  Erie,  in  which 
capacity  he  served  until  October,  1897,  when  he  was 
promoted  to  engineer,  having  since  run  extra,  making 
regular  trips  as  fireman  in  the  meantime.  Mr.  Cant- 
well  has  the  name  of  being  one  of  the  best  firemen  on 
the  Mahoning  Division,  and  his  work  as  engineer  has 
been  of  an  exceptionally  high  class.  He  was  married 
August  24,  1893,  to  Miss  Lizzie  McCan,  daughter  of 
Park  McCan,  an  engineer  on  the  Pennsylvania  Rail- 
road, and  they  have  three  children.  Mr.  Cantwell  is  a 
member  of  Lodge  No.  199,  B.  of  L.  F. 


ALANSON  L.  CARSKADDEN, 
Meadville,  Pennsylvania. 

Alanson  L.  Carskadden,  son  of  Thomas  R.  Carskad- 
den,  a  farmer  of  Crawford  County,  Pennsylvania,  was 
born  in  that  county  August  4,  1861.  He  received  a  fine 
common  school  education  and  also  attended  commer- 
cial college  until  he  was  18  years  of  age.  On  leaving 
college  he  obtained  a  position  as  clerk  in  the  .\tlantic 
&  Great  Western  Purchasing  Agent's  office,  which  he 
retained  till  the  office  was  moved  to  Cleveland,  when 
he  went  to  work  in  the  machine  shop  in  the  wrecking 
department.  One  month  later  he  lost  the  end  of  one  of 
his  fingers  while  blocking  up  a  driving  wheel,  and 
when  he  was  ready  to  return  to  work  he  was  given 
a  position  as  fireman.  He  fired  from  August  20,  1880, 
until  .\ugust  23,  1886,  when  he  was  promoted  to  en- 
gineer, and  is  now  running  through  freight  on  the 
Meadville  Division,  west.  Mr.  Carskadden's  career 
has  been  punctuated  by  several  wrecks,  none  of  which. 


AMERICAN    LOCOMflTIVK    HNGINKRRS. 


193 


JOHN   CARTER. 


DAVID   E.   CAREY. 


194 


KKIl'     RAILWAY    EDITION. 


however,  resulted  disastrously.  He  was  in  a  head-end 
collision  at  Concord  in  which  his  hip  was  hurt:  and  at 
Warren,  Ohio,  in  another  head-end  collision  which  he 
had  with  No.  14.  due  to  an  open  switch,  no  one  was 
seriously  hurt,  although  the  engines  were  badly  dam- 
aged. On  Windham  Hill  an  engine  which  he  was 
running  "went  wrong"  and  tore  itself  to  pieces  before 
it  could  be  stopped.  Befw-een  Mosketo  and  Court- 
land  a  cross  head  plate  flew  through  the  window  of 
the  cab  and  struck  Mr.  Carskadden  on  the  chin,  com- 
pletely knocking  him  out,  and  leaving  a  scar  which  he 
still  bears.  June  12,  1881,  he  was  united  in  marriage 
to  Miss  Minnie  Hennessy,  of  Hamilton,  Ontario,  and 
they  have  a  very  interesting  family  of  three  children, 
all  of  wliom  are  accomplished  musicians.  Grace  is  a 
fine  performer  on  the  piano,  Thomas  handles  the 
mandolin  skillfully,  while  Erba  is  a  singer  of  high 
merit.  As  may  be  imagined  Mr.  Carskadden's.  pleas- 
ant home  is  the  scene  of  many  a  happy  gathering,  and 
he  and  his  family  are  among  the  best  people  of  l\Iead- 
ville.  He  is  a  member  of  Division  No.  43,  B.  of  L.  E. ; 
Pioneer  Council,  No.  19,  Royal  Templars,  and  Craw- 
ford Lodge,  No.  734,  I.  O.  O.  F.  His  mother,  who 
still  survives,  is  also  a  resident  of  Meadville. 


JOHN   CARTER, 

Buffalo,  New  York. 

John  Carter  was  born  at  Kingston,  Canada,  in  1856, 
of  American  parentage.  When  the  subject  of  this 
sketch  was  but  six  weeks  of  age,  his  mother  took  up 
her  residence  at  Rochester.  It  was  in  that  city  that 
young  Carter  began  his  school  education  in  1864; 
about  this  time,  however,  the  family  removed  to  East 
Elba,  Genesee  County,  where  the  future  engineer, 
with  that  indomitable  energy  and  thirst  for  knowledge 
which  has  distinguished  him  throughout  life,  walked 
two  and  a  half  miles  daily,  and  back  again,  in  order 
to  profit  by  the  advantages  offered  by  the  nearest 
school.  In  1866  he  sustained  a  severe  loss  by  the  death 
of  his  mother,  and  from  that  time  the  boy,  only  10 
years  of  age,  made  his  own  way  in  the  world,  gradu- 
ally forging  ahead  in  spite  of  many  difficulties  which 
might  well  have  appalled  an  older  head  and  a  stouter 
heart.  His  first  position  was  in  a  woolen  mill,  where 
he  worked  for  $9  a  month  for  one  summer.  His  em- 
ployer, a  }ilr.  Hall,  taking  notice  of  the  youth's  eager- 
ness for  an  education,  secured  for  him  a  place  with  a 
widow  lady,  where,  in  return  for  his  board,  he  "did  the 
chores,"  with  the  express  stipulation  that  he  was  to 
be  allowed  to  attend  school.  The  next  summer  he  re- 
turned to  his  former  einployer,  but  at  higher  wages, 
for  so  well  had  he  spent  his  time  heretofore  that  he 


had  learned  from  some  girls  at  the  mills  the  art  of 
weaving,  so  that,  when  his  employer  offered  him  the 
same  salary  as  formerly,  $9  per  month,  he  demanded 
and  received  $12.  From  this  time  on,  he  alternated  be- 
tween working  in  the  summer  months  and  attending 
school  in  the  winter,  until  he  had  qualified  himself  for 
admittance  to  Alexander  Seminary,  where  he  attended 
for  three  terms,  supporting  himself  in  the  meantime 
by  working  on  a  farm  for  J.  B.  Ellis.  While  so  em- 
ployed young  Carter  got  a  chance  to  work  at  nights,  as 
watchman  on  a  steam  shovel;  he  was  not  slow  in  tak- 
ing advantage  of  this  opportunity  for  double  employ- 
ment, and  held  it  until  the  fall  of  1872,  when  he  was 
made  fireman  on  the  shovel;  this  position  he  held,  on 
and  off,  for  five  years,  when  he  left  it  to  fire  an  engine 
lor  his  father-in-law,  W.  E.  Davison,  running  between 
Buffalo  and  Hornellsville.  at  which  he  was  engaged 
for  eighteen  months,  leaving  it  to  fire  on  extra  pas- 
senger engine  No.  11,  William  Goodenough,  engineer. 
Si.x  months  later  he  went  on  with  engineer  George 
Smith,  passenger  engine  No.  483,  out  of  Hornells- 
ville. On  January  18,  1883,  Mr.  Carter  was  promoted 
to  the  position  of  engineer,  taking  charge  of  a  steam 
shovel,  which  he  ran  at  Sparkill,  Attica,  Bloods, 
Cooper's  Plains,  Addison,  and  other  places,  notable 
among  them  being  the  great  cut  at  Hornellsville.  In 
the  meantime  Mr.  Carter  had  been  married,  at  Hor- 
nellsville, to  Miss  Ellen  Louise  Davison,  daughter  of 
his  first  engineer.  Their  union  has  been  blessed  with 
two  children,  both  boys,  the  eldest  of  whom,  William 
Chester  Carter,  has  graduated  from  the  Buffalo  High 
School,  and  is  now  holding  the  position  of  clerk  in  the 
Wagner  Palace  Car  Company.  The  younger,  John 
Charles  Carter,  is  still  attending  school  in  Buffalo. 
Mr.  Carter,  like  so  many  other  of  our  well-known 
engineers,  is  a  staunch  supporter  of  the  doctrines  of 
the  Brotherhood,  having  become  an  ardent  disciple  in 
the  year  1884,  since  when  he  has  used  his  influence  for 
the  good  of  the  order  on  many  occasions.  Mr.  Carter, 
in  his  home  life,  is  surrounded  by  many  luxuries  not 
to  be  found  in  the  homes  of  many  a  wealthier  man, 
chief  among  them  being  a  library  which  bears  out 
the  trend  of  his  childhood  days,  when  he  persisted  in 
obtaining  his  education  under  difficulties  which  might 
have  disheartened  many  others.  His  chief  hobby  in 
this  direction  is  history,  and  upon  his  shelves  may  be 
found  authorities  and  biographies  which  show  the 
earnest  mind  of  the  man. 


CLARK  CASKEY. 

Port  Jervis,  New  York. 

One  of  the  best  known  of  all  the  Erie  engineers,  the 

.system  over,  is  Clark  Caskey,  the  subject  of  our  sketch 

and  illustration.  Born  May  7,  1843.  at  Port  Jervis,  New 


AMERICAN    LOCOMOTIVE    EiVGIXEERS. 


195 


York,   he   was   early   bereft   of  both  parents,   and  was 
■'bound  out"  to  a  farmer,  for  whom  he  worked  until 
he  was   i8  years  old.     But  the   day  his  time   was   out 
he  went  to  Port  Jervis  and  the  same  day  went  to  work 
for  the  Eric  as  a  brakcman  on  the  Delaware  Divisions, 
where   he   remained   a   year,    at   the   end   of   that   time 
moving  on  west  to  Great  Valley,  where  he  worked  a 
short  time  with   his  uncle.     Just  then  the  Atlantic  & 
Great   Western   was   extending  west   from   Corry,   and 
young   Caskey's   next  employment   was   in   drawing   a 
cart  in  a   big  cut  at  Union,    Pennsylvania,   for  which 
work   his  uncle  was  the   contractor.     Then,   when   the 
grading   was    complete,    he    swung    a    13-pound    spike 
maul   over   the   whole   distance  from   Corry  to   Mead- 
ville    during    the    laying    of   track,    and    surely    earned 
recognition    and    promotion    thereby.      Next    he    went 
to    braking   on    the    gravel    train,    his    engineer    being 
Zenas    Russell    and   the   fireman  Jacob   Cooper,   after- 
ward   Master    J^Iechanic   at    Meadville.     This   he   con- 
tinued but   a   short  time   when    Engineer   Russell   was 
given  charge  of  a  freight  train,  and  Cooper  being  ad- 
vanced to  engineer  of  the  gravel  train,  Mr.  Caskey  be- 
came  his  fireman.     Was  made  engineer  on   the  A.   & 
G.    W.   in    1864,   running   extra   freight   between    Sala- 
manca and  Kent.     Leaving  the  A.  &  G.  W.  in  Decem- 
ber,  1867,   in   good  standing,  he  came  to  Jersey  City, 
and  in  February,  1868,  engaged  with  the  Erie,  and  has 
ever  since  been  with  the  company,  having  put  in  ten 
years  on  freight  and  the  remainder,  to  the  present  time, 
on  passenger,  now  being  in  charge  of  compound  en- 
gine 375,   on   the   run   between   Jersey   City   and   Port 
Jervis.    pulling   train    7   west   and   train   38  east.      Mr. 
Caskey   has   been   twice   married,   his   first   wife   being 
Miss  Emily  Hazen.  to  whom  he  was  married  early  in 
1864,  at  Port  Jervis,  and  with  whom  he  lived  happily 
until  her  death  in  1892.     Two  sons  of  this  marriage  are 
now    living;     one,    Harry    B.    Caskey,    being   also    an 
engineer  on  the   Erie,  and  the  other,  Wilbert  Caskey, 
being  assistant  engineer  of  the   Knickerbocker   Silver 
Plate  Company  of  Port  Jervis.  Mr.  Caskey  was  married 
in  May,  1894,  to  Miss  Jennie  Cuddeback  of  Port  Jervis. 
and  being  a  delegate  to  the   St.   Paul  convention,   his 
bride   accompanied   him   thither,   and   they   then   made 
an   extended   trip   to   the    Pacific    Coast,    returning   to 
the  comfortable  home  owned  and  occupied  by  them  to 
this  time.     In  1872  Mr.  Caskey  was  elected  Chief  En- 
gineer of  Division  54,  B  of  L.  E..  at  Port  Jervis,  serv- 
ing in  the  same  as  delegate  to  the   Philadelphia  con- 
vention.    He  w-as  again  chosen  in   1890,  retaining  the 
ofiiee  until  1894,  being  sent  by  his  division  to  represent 
them  at  Atlanta  and   St.    Paul.     His   services  in   pro- 
moting  the   success    of   the    Erie    Engineers'    World's 
Fair  Exhibit  are  well  known,  and  are  fully  referred  to 
in   the   history   of   that   project    in    this   volume.      Mr. 
Caskey  has  never  been  injured  in  the  lino  of  his  duty. 


but  has  had  more  than  one  miraculous  escape.  A 
notable  instance  was  that  of  the  time  when,  the  track 
men  having  left  a  switch  open,  he  plunged  with  his 
engine  into  the  side  track,  colliding  with  a  heavily 
loaded  car  with  such  force  as  to  e.splndc  the  oil 
tanks  which  were  in  the  train  immedialely  behind  the 
engine,  the  explosion  throwing  the  oil  over  the  engine, 
which  at  once  became  a  mass  of  tlames.  Both  Mr. 
Caskey  and  his  fireman  escaped  without  injury,  but  a 
brakeman  was  thrown  104  feet  and  died  from  his 
bruises  and  burns.  Again  at  Newburgh.  his  train 
Ijeing  heavily  loaded  with  coal,  ran  into  a  train  load  of 
empties,  but  he  and  his  fireman  barely  saved  their 
lives,  the  engine  being  totally  demolished.  On  an- 
other occasion,  having  gone  to  his  dinner  and  being 
a  little  delayed,  his  engine.  No.  294,  blew  up  whde 
standing  in  the  yards,  and  in  his  sight,  his  fireman 
being  only  twenty  feet  away  and  sustaining  severe  in- 
juries. Mr.  Caskey  is  a  man  of  strong  domestic 
tendencies  and  of  temperate  habits,  believing,  as  he 
does,  that  no  one  should  himself  ilo  that  which  he 
sees  working  injury  to  others.  And,  indeed,  his  per- 
sonal appearance  bears  the  strongest  testimony  to  the 
wisdom  of  his  course  of  life,  for  time  has  dealt  lightly 
with  him  and  bids  fair  to  stay  its  hand  for  years  to 
come. 


DAVID   E.    CAREY, 

Hornellsville,    New   York. 

The  Erie  had  been  in  operation  l)etween  Hornells- 
ville and  Dunkirk  only  a  year  when  David  E.  Carey 
began  running  over  the  Western  Division.  The  coun- 
try was  then  a  wilderness,  broken  only  here  and  there 
by  a  settlement  of  ambitious  pioneers,  and  the  red 
men  were  still  numerous  in  this  section.  Mr.  Carey 
was  born  in  Massachusetts  on  January  20,  1825,  and 
began  firing  on  the  Boston  &  Maine  in  1848.  Two 
years  later  he  was  promoted  to  engineer,  and  after  run- 
ning on  that  road  for  two  years  emigrated  to  what  was 
then  the  far  west.  He  took  service  with  the  Erie,  en- 
tering shortly  after  H.  G.  Brooks.  Mr.  Carey  ran  a 
freight  until  i860,  and  was  then  advanced  to  passenger. 
He  has  been  in  the  latter  branch  ever  since,  and  is  now 
pulling  trains  14  and  29  between  Hornellsville  and 
Buffalo.  Mr.  Carey  was  married  in  1847  to  Miss 
Sarah  Nichols  of  New  Hampshire,  and  three  children 
were  born  to  them,  all  of  whom  are  dead.  A  daugh- 
ter, who  was  the  wife  of  United  States  Consul  Martin, 
died  in  China  some  years  ago.  Mr.  Carey  joined  the 
Masonic  order  in  1853,  and  is  a  Knight  Templar,  be- 
sides belonging  to  several  other  orders.  During  his 
career  of  forty-six  years  on  the  Erie  he  has  been  re- 
markably successful,  never  having  an  accident  worthy 


196 


ERIE    RAILWAY    EDITION. 


of  mention.  Many  of  tlie  best  engineers  of  the  Erie 
have  begun  their  careers  as  firemen  under  his  tuition, 
and  it  is  but  natural  that  he  should  be  regarded  by 
them  and  by  all  the  other  employes  of  his  acquaint- 
ance as  an  engineer  of  distinguished  ability  and  worthy 
of  the  great  confidence  bestowed  on  him  by  the  ot'ticials 
of  the  road. 


GEORGE   CASEY, 

Galion,  Ohio, 

George  Casey  was  born  in  Crawford  County,  Ohio, 
March  12,  1855,  His  father  was  Nelson  Casey,  a  pros- 
perous farmer  of  that  county  and  one  of  the  early 
settlers  of  that  part  of  the  state.  He  attended  school 
until  he  was  16  years  of  age  and  then  worked  two  years 
longer  on  the  farm.  Farm  life  not  being  e.xactly  to  his 
liking  he  cast  about  for  employment  more  to  his  de- 
sire, and  in  February.  1873,  entered  the  employ  of  the 
Atlantic  &  Great  Western  as  a  fireman.  He  fired 
four  years  on  freight  and  three  years  on  passenger, 
and  in  the  fall  of  1880  was  promoted  to  engineer.  For 
the  past  nineteen  years  he  has  been  engaged  in  the 
freight  service,  and  at  times  running  extra  passenger. 
For  the  past  four  years  he  has  had  charge  of  Nos.  37 
and  38  on  the  Cincinnati  Division,  and  his  popularity 
extends  all  along  that  division.  During  his  career 
as  an  engineer  he  has  been  intrusted  with  some  of  the 
most  important  trains  on  the  system  and  has  always 
handled  them  with  marked  ability.  He  has  never  met 
with  an  accident  of  any  kind  and  stands  high  in  the 
regard  of  the  officials  of  the  road.  In  August,  1876, 
he  was  married  to  Miss  Anna  Schumacher,  of  Gallon, 
Ohio.  Her  father  was  Joseph  Schumacher,  who  came 
from  Lancaster,  Pennsylvania,  and  took  a  farm  in 
Crawford  County  in  the  early  days.  They  have  one 
child,  Frank,  aged  14,  who  is  now  attending  high 
school  in  Gallon.  INlr.  Casey  is  a  member  of  B.  of 
L.  E.,  Division  16,  owns  fine  property  and  is  a  sub- 
stantial citizen.  He  was  a  delegate  to  the  national 
conventions  of  the  B.  of  L,  E,  at  Detroit  and  St.  Louis. 


GEORGE  H.  CAUGHEY, 

Chicago,    Illinois. 

George  H.  Caughey,  an  experienced  and  capable 
engineer  in  the  employ  of  the  Erie,  was  born  in  An- 
nawan,  Illinois,  on  July  5.  1858,  being  the  son  of 
John  Caughey,  a  farmer  now  residing  at  Depue,  Illi- 
nois, After  leaving  school  Mr.  Caughey  engaged  in 
farming  until  1878,  when  he  began  his  railroad  career 
as  an  engine  wiper  on  the  Winona  &  St.  Paul  Rail- 
road.    Later  in  the  same  year  he  was  advanced  to  fire- 


man, and  for  two  years  ran  l)etween  Sleeping  Island 
Minnesota,  and  Watertown,  South  Dakota.  Resign- 
ing in  1882,  he  came  to  Chicago,  where  he  was  em- 
ployed as  a  fireman  on  the  Lake  Shore  &  Michigan 
Southern,  running  between  Chicago  and  Elkhart,  Indi- 
ana. In  a  short  time  he  was  promoted  to  engineer, 
but  after  running  a  few  months  resigned  to  accept  a 
similar  position  on  the  Burlington  &  Missouri  River 
Railroad,  where  he  ran  between  Atchison,  Lincoln  and 
Fall  City,  Nebraska.  He  remained  with  this  road  less 
than  a  year,  returning  to  the  Lake  Shore,  from  whose 
service  he  resigned  in  i88.'5  to  accept  a  position  with 
the  Chicago  &  Atlantic.  Since  then  he  has  run  a  night 
switch  engine  in  the  Chicago  yards,  and  is  universally 
respected  and  admired  by  his  friends  and  acquaint- 
ances. Mr.  Caughey  is  a  member  of  Lake  Division, 
No.  302,  B.  of  L.  E.,  and  is  a  prominent  worker  in 
the  local  affairs  of  that  order. 


J.   K.   CHAPMAN, 

Hornellsville,    Xew    York. 

The  Erie's  efficient  Road  Foreman  of  Engineers  at 
Hornellsville  is  J.  K.  Chapman,  who  was  born  in 
Friendship,  New  York,  on  October  4,  1836,  He  left 
school  at  17,  and  the  fall  he  was  18  entered  the  service 
of  the  Erie  as  a  brakeman,  beginning  to  fire  in  July, 
1856,  In  the  summer  of  1861  he  enlisted  in  the  gth 
New  York  Cavalry  and  served  until  the  fall  of  1864. 
He  returned  to  firing  on  the  Erie  that  winter  and  in 
February,  1865,  was  promoted  to  engineer,  running  in 
the  freight  service  until  1882,  when  he  was  advanced 
to  passenger.  This  promotion  was  followed  in  1889  by 
his  present  position.  i\Ir.  Chapman  was  married  on 
Jaiuiary  5,  1859,  to  Miss  Mary  Williams  of  Horse- 
heads,  New  York,  and  they  have  one  daughter  who  is 
married.  Mr.  Chapman  has  been  a  member  of  the  B. 
of  L.  E.  for  many  years,  and  has  represented  the  local 
lodge  in  conventions  a  number  of  times.  He  has  been 
a  Mason  since  1868,  having  held  all  the  chairs  in  the 
Hornellsville  lodge,  and  is  now  Senior  Vice  Com- 
mander of  Dotv  Post,   G.   A.   R. 


WILLIAM   H.    CHICK, 

Jamestown,  New  York. 

William  H.  Chick  enlisted  in  Company  A  of  the  17th 
Maine  Volunteer  Infantry  in  July,  1862,  and  served 
during  three  years,  participating  in  nine  battles  and 
being  shot  twice,  once  in  each  arm.  He  was  born  in 
Livingstone,  Maine,  June  27,  1843,  and  after  the  war 
went    to    Meadville,    Pennsylvania,    where   he    secured 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


197 


CIxARK    CASKEY. 


AI.AXSOX    L.    CARSKAUDEN. 


198 


ERIE    RAILWAY    EDITION. 


work  in  tlie  Atlantic  &  Great  Western  shops,  working 
from  June,  1866,  till  the  spring  of  1867,  when  he  was 
advanced  to  fireman,  being  promoted  to  engineer  De- 
cember 30,  1870.  He  is  one  of  the  best  engineers  on 
the  division,  now  having  a  run  on  trains  16  and  i.  Mr. 
Chick  was  married  August  18,  1870,  to  Miss  Agnes 
McNulty,  of  Corry,  Pennsylvania,  and  they  have  one 
child.  Lulu  L.,  who  is  married  and  living  in  Mead- 
ville.  Mr.  Chick  is  a  member  of  Lodge  No.  164,  K. 
of  P.,  of  Meadville. 


CHARLES  C.  CHURCH, 

Gabon,    Ohio. 

Charles  C.  Church  was  born  in  Ceylon,  Erie  Coun- 
ty, Ohio,  December  21,  1857.     His  father  was  Charles 
Church,  a  lumberman  of  that  place.     The  young  man 
attended  school  until  he  w^as  16  years  of  age,  acquiring 
a     good   common     school     education.     After    leaving 
school  he  worked  with  his  father  in  the  lumber  busi- 
ness for  about  four  years,  when  he  learned  telegraphy 
and  for  two  years  worked  at  that  business  on  the  Lake 
Shore   &  Michigan  Southern  at  Ceylon.     In  April   of 
1880  he  went  to  work  in  the  shops  of  the  Atlantic  & 
Great  Western,  and  a  year  afterward  was  promoted  to 
fireman.     He  fired  two  years  on  freight  and  one  year 
on  passenger,   when   his   exceptional   ability   won   him 
promotion  to  engineer.     For  the  past  fifteen  years  he 
has  been  running  on  through  freight,  and  occasionally 
doing  passenger  service.     He  has  never  been  hurt  in 
a  wreck  and  his  engine  has  never  taken  a  human  life. 
His   ability   as   an    engineer   is  rated   among   the   best 
and  he  has  been  highly  complimented  on  his  judgment 
and   efificiency   by   the   officials.      He   was   married   on 
Christmas  Day,  1878,  to  Miss  Nettie  Grenolds,  daugh- 
ter of  Thomas  M.   Grenolds,   a   stone   mason   of  Ver- 
million, Ohio.     They  have  had  three  children:     Carrie 
Imogene   died  at  the   age  of  6  years;    Viola  May,   a 
charming  young  lady  of  17,  educated  in  Gallon  High 
School,,  is. an  accomplished  pianist  and  an   entertain- 
ing social  favorite;    Charles  C,  aged  12,  is  attending 
school.     Mr.  Church  is  a  member  of  B.  of  L.  E.,  Di- 
vision No.  16;    he  is  the  oldest  member  of  B.  of  L.  F., 
No.  107,  and  also  belongs  to  Gallon  Lodge,   No.  215, 
I.  O.  O.  F.     Mr.  and  Mrs.  Church  are  highly  esteemed 
by  a  large  circle  of  admiring  acquaintances,  who  find 
their   society  a  source  of  pleasure. 


settled  at  Port  Jervis,  New  York,  where  he  was  em- 
ployed as  a  track  foreman  on  the  Erie.  After  receivmg 
a  common  school  education  Mr.  Clark  engaged  in 
glass  manufacturing  for  three  years,  and  then  entered 
the  employ  of  the  Erie  as  a  track  workman.  In  1887 
he  was  advanced  to  the  position  of  fireman,  and  for 
three  years  ran  on  freight  with  Barney  Welch,  being 
promoted  to  engineer  November  17,  i8go,  and  after 
running  in  the  freight  service  some  time  was  trans- 
ferred to  a  switch  engine  at  Weehawken.  In  1887  Mr. 
Clark  was  married  to  Miss  Mary  E.  Green,  daughter 
of  John  Green,  a  miner  of  Port  Jervis,  but  death 
claimed  her  shortly  after  the  birth  of  their  only  child, 
Mary  Catherine,  now  i  year  and  6  months  old.  Mr. 
Clark  is  a  member  of  Division  54,  B.  of  L.  E.,  and  is 
very  popular  with  his  host  of  acquaintances. 


CHRISTOPHER    F.    CLARK, 

Hoboken,   New  Jersey. 

Christopher  F.  Clark  was  born  in  Ireland  on  June 
16,  1868,  the  family  coming  to  the  United  States  soon 
after   his   birth.      Mr.    Clark's   father,    Matthew    Clark, 


CHARLES  L.  CLARK, 
Waldwick,  New  Jersey. 

Born  at   Henniker,   New   Hampshire,  on   March   16. 
1844,    Mr.   Clark  remainid  on  the  farm  and  in  school 
until  he   was   iS,  aiul  then,   in  the  fall  of   1862  he  en- 
listed in  the  1st  New  Hampshire  Heavy  Artillery,  re- 
porting for  duty  at   Portsmouth,   where  the   regiment 
remained    for    a    year.      They    were    then    ordered    to 
Washington,  and  for  most  of  the  remainder  of  the  war 
served  as  the  garrison  of  Fort  Foote,  being  mustered 
out  in   1865,   at   the   close   of  the   war.      Returning  to 
New  Hampshire,  he  went  to  work  at  first  in  a  cotton 
mill  at  Peterboro,  but  after  a  year  at  this  business  and 
a  short  time   at  the   Manchester     Print     Works,     his 
thoughts  turned  toward  railroading  as  a  life's  business 
and  he  secured  his  first  position  in  the  freight  house  of 
the  Worcester  &  Nashua,  afterwards,  for  about  a  year, 
working  for  the  same  company  as  a  freight  brakenian. 
His  first  work  as  fireman  was  done  on  the  Delaware, 
Lackawanna  &  Western  Railroad,  for  which  road  he 
also  worked  as  a  brakeman,  after  which  experience  he 
came  to  the  Erie,  first  as  a  fireman,  then  as  a  brake- 
man,   and  then  as  fireman  and  hostler  at  Newburgh, 
which  position  he  held  for  nine  and  a  half  years,  being 
promoted  to  engineer  June   19,   1880.     His  first  work 
was   as   extra   freight   man,   but   after  a   little   time   he 
was  given  a  regular  freight,  keeping  this  position  for 
ten  years,  since  which  time  he  has  had  the  local  run 
between  Jersey  City  and  Waldwick,  his  present  engine 
being  the  401,  a  Susquehanna  built  engine.  Besides  be- 
ing a  member  of  Division  135  of  the  Brotherhood  of 
Locomotive  Engineers,   Mr.  Clark  has  been  for  nine- 
teen   years    a    member   of    Highland    Lodge,    No.    65, 
I.  O.  O.  F..  of  Newburgh,  and  of  Mt.  Olivet  Encamp- 
ment, also  No.  65,  of  the  same  place.     He  is  a  church- 


AMERICAN    LOCOMOTIVF.    KXf.iNF.ERS. 


199 


(JIIAKI.K.S    C.     CHIKCH. 


CHAHI.KS   L.   CLARK   AND    MIS   SON. 


200 


ERIE    RAILWAY    EDITION. 


goer,  though  not  associated  with  any  church  organiza- 
tion. He  is  a  member  of  General  Slocum  Post,  No.  55, 
G.  A.  R.,  of  Paterson,  New  Jersey,  and  takes  an  active 
interest  in  the  welfare  of  the  old  soldiers.  As  to  poli- 
tics, he  says  he  "just  votes."  Mr.  Clark  was  married 
on  the  i8th  of  April,  1871,  to  Miss  Elizabeth  Jeffer- 
son, of  Southfield,  New  York,  at  Port  Jervis.  New 
York,  and  they  have  two  children,  one  daughter,  Mrs. 
Ella  J.  Bogert,  whose  husband  is  the  assistant  super- 
intendent of  the  gas  works  at  Passaic,  and  one  son, 
Ray.  still  at  school  and  residing  with  his  parents  at 
Waldwick,  where  they  own  their  own  pleasant  home. 
During  all  these  years  the  only  accident  which  has 
occurred  to  Mr.  Clark  resulting  in  an  injury  has  been 
the  smashing  of  his  thumb,  which,  however,  is  as 
good  as  new,  as  far  as  efficiency  in  use  is  concerned. 
He  has,  of  course,  had  minor  accidents  out  on  the 
road,  such  as  running  into  open  switches,  but  none 
for  which  he  was  ever  to  blame.  That  this  is  not  alto- 
gether due  to  good  luck,  but  that  care  and  foresight 
have  also  played  their  part  is  well  shown  by  the 
remark  of  Master  Mechanic  Childs.  when  Mr.  Clark's 
engine — the  401 — was  recently  sent  to  the  roundhouse 
for  repairs:  "You  have  done  nobly  with  her.  Any 
man  who  will  run  an  engine  83,000  miles  without 
sending  her  to  the  shops  is  deserving  of  credit."  And 
in  this  his  brother  engineers  will  agree.  Mr.  Clark  is 
the  picture  of  health  and  strength,  and  there  is  some- 
thing in  his  breezy  manner  which  is  attractive  to  all. 
That  he  has,  in  the  ordinary  course  of  events,  many 
and  useful  years  before  him,  no  one  who  looks  at 
him  will  deny,  and  many  are  those  of  his  friends  who 
wish  him  all  prosperity  and  success  in  the  future,  so 
well  has  he  earned  it  in  the  past. 


SIDNEY  S.  CLARKE, 

Jersey    City,    New   Jersey. 

Referring  to  the  spelling  of  his  surname,  ^Ir.  Clarke 
says,  "An  engineer  for  whom  I  fired  for  years  used 
to  leave  off  the  'e'  in  his  reports,  but  all  the  same  it's 
spelled  with  an  'e.'  "  But  with  or  without  the  "e"  the 
story  of  Mr.  Clarke's  career  as  an  Erie  engineer  is  one 
worthy  of  record  and  perusal.  Born  in  Buffalo,  May, 
1851,  he  belongs  to  a  family  of  seven  brothers,  all 
of  whom,  himself  included,  were  at  one  and  the  same 
time  in  the  service  of  the  Erie.  Surely  his  railroad 
instincts  came  to  him  of  right,  and  by  nature.  Leav- 
ing school  at  the  age  of  15,  he  began  his  career  on  the 
Erie  at  Jersey  City,  in  1868,  and  his  first  service  was, 
for  three  months,  as  car-cleaner  at  that  point  followed 


by  three  months  of  braking  on  passenger,  changing 
then  to  the  Weehawken  night  run  for  about  the  same 
length  of  time.  Then  this  being  in  the  days  before 
train  dispatching,  Mr.  Clarke  was  put  in  charge  of 
the  trains  on  the  Weehawken  Branch,  and  so  con- 
tinued till  December,  1869,  when  he  went  to  firing  on 
the  "Old  York"  yard  engine,  one  of  those  peculiar 
constructions  remembered  by  Erie  men — a  six-wheel 
connected  engine — but  connected  from  her  hind 
drivers.  After  one  year  in  the  yard  Mr.  Clarke 
went  out  on  the  road,  and  in  1878  was  pro- 
moted to  the  "right  hand  side,"  after  which  and 
up  to  1890  he  ran  freight,  but  at  the  latter  date  was 
made  Night  Engine  Dispatcher  at  Jersey  City,  a  po- 
sition which  he  held  down  until  1893,  when  the  duties 
of  the  position  with  their  continuous  night  work,  not 
exactly  suiting  him,  he  voluntarily  returned  to  run- 
ning an  engine,  continuing  to  do  so  until  Decem- 
ber. 1898,  being  then  made  Day  Engine  Dispatcher, 
which  position  he  still  holds  and  fills  with  signal 
ability.  In  187S  Mr.  Clarke's  health  failing  some- 
what, he  was  recommended  by  his  physician  to  try 
the  western  breezes,  and  accordingly  for  four  months 
he  pulled  a  throttle  on  the  Union  Pacific,  receiving  as 
he  says,  $205  in  gold  for  his  first  month's  earnings. 
During  this  brief  experience  Mr.  Clarke  pulled  a  train 
through  from  Omaha  to  Ogdcn,  the  entire  length  of 
the  road — 1,032  miles — the  train  on  the  flat  Eastern 
divisions  being  twenty-six  empties,  but  winding  up 
down  through  Echo  and  Weber  canons  with  six 
empties  with  two  moguls.  Mr.  Clarke  has  never  mar- 
ried, in  fact  he  stands  today  as  a  living  proof  that  pro- 
tracted single  blessedness  need  not  sour  the  dispo- 
sition. While  his  family  has  become  widely  scattered 
he  remained  for  years  at  home  with  his  mother,  and 
the  saddest  note  in  this  brief  history  must  be  that 
while  returning  with  him  from  a  visit  to  the  World's 
Fair  Mrs.  Clarke  was  struck  and  instantly  killed  by  a 
switch  engine  at  Dunkirk,  she  being  then  74  years  of 
age.  This  is  the  more  remarkable  in  that  neither  Mr. 
Clarke  nor  his  father  nor  brothers  ever  had  an  acci- 
dent. In  his  career  the  nearest  approach  to  a  casualty 
was  once  when  side  tracking  for  the  Erie  relief  train 
to  the  Chicago  fire,  Mr.  Clarke  being  at  that  time 
fireman,  a  brakeman  who  had  his  switch-key  between 
his  teeth  was  struck  by  a  projecting  board,  the  top  of 
his  head  cut  off,  causing  death  so  instantaneously  that 
when  the  body  was  found  the  key  still  remained  in  his 
teeth.  This  key  Mr.  Clarke  carried  with  him  for  years 
afterward.  For  many  years  Mr.  Clarke  was  a  mem- 
ber of  the  Standing  Committee  of  Hudson  Division, 
No.  135,  B.  of  L.  E.,  of  Jersey  City,  and  is  also  a  Royal 
Arch  Mason.  He  is  a  man  who  wears  his  years 
lightly,  perhaps  because  as  he  says,  he  "rides  a  bike, 
but  has  no  other  tricks." 


A.Ml'RICAN    LOCOMOTIVE    ENGINEERS. 


201 


SIDNEY    S.    CLARKE. 


ERAVIX    H.    CLASS. 


202 


ERIK    RAILWAY    EDITION. 


WALLACE   CLARK, 

Hornellsvillc,   New   York. 

Wallace  Clark  was  born  November  14,  1847,  in  Can- 
isteo,  New  York,  and  is  the  son  of  M.  S.  Clark,  a 
farmer  of  that  place.  After  securing  a  good  common 
school  education  Mr.  Clark  engaged  in  farming  for 
a  number  of  years,  beginning  his  railroad  career  as  a 
brakeman  on  the  Erie  in  the  spring  of  1871.  He  ran 
on  the  Susquehanna  Division  for  a  period  of  nine 
years  and  then  quit  railroading  to  engage  in  other 
occupations  for  two  years.  In  1882  he  returned  to 
the  employ  of  the  Erie  as  a  fireman,  running  on 
freight  for  some  time  and  on  passenger  for  the  later 
period  .of  this  service.  In  1889  he  was  promoted  to  en- 
gmeer,  since  which  time  he  lias  run  freight  between 
Hornellsville  and  Susquehanna.  On  November  26, 
1868,  Mr.  Clark  was  united  in  marriage  to  ^liss  Ellen 
D.  Parks,  daughter  of  William  Parks,  a  soldier  in  the 
Rebellion.  They  had  one  child,  which  died  when  quite 
young.  Mr.  Clark  is  a  member  of  Lodge  No.  331, 
L  O.  O.  F. ;  Division  47,  B.  of  L.  E.,  and  is  a  com- 
municant of  the  Hornellsville  Universalist  Church. 
He  IS  regarded  by  the  company  as  one  of  its  most 
faithful  and  efficient  engineers,  and  on  many  occasions 
has  displayed  excellent  judgment  in  trying  circum- 
stances. During  his  career  on  the  road  he  has  experi- 
enced but  one  wreck,  that  being  while  he  was  firing 
on  No.  5,  on  which  occasion  the  engineer  was  killed, 
while  Mr.  Clark  miraculously  escaped  with  only  a  few 
bad  bruises.  He  is  a  man  of  high  moral  character 
and  has  the  confidence  and  esteem  of  all,  especially  in 
Hornellsville,  where  he  is  considered  one  of  the  city's 
best  citizens. 


ERWIN   H.    CLASS, 
Cleveland,   Ohio. 

Erwin  H.  Class  was  born  in  Randall,  Ohio,  July  31, 
1863.  His  parents  removed  to  Newburgh  in  a  few 
years  and  his  only  education  was  received  in  the  public 
schools  of  Cleveland.  He  was  employed  as  time 
keeper  and  wire  drawer  by  the  Cleveland  Rolling  Mill 
Company  in  1879,  and  on  April  7,  1885,  began  rail- 
roading as  fireman  on  the  Erie,  being  promoted  ti.i 
engineer  in  1888  and  assigned  to  yard  and  freight  ser- 
vice. Was  inarried  on  December  19,  1891,  and  has  two 
children. 


HENRY   WILSON   CLENDENING, 

Buffalo,    New    York. 

Henry    Wilson    Clendening,    after    spending    nearly 
half  a  century  in  the  service  of  the  Erie,  is  still  a  per- 


fect picture  of  health,  and  none  can  boast  of  a  more 
honorable  record  than  he.  Born  on  August  13,  1840, 
at  Gananoque,  Ontario,  he  left  school  at  th^  early  age 
of  14.  commencing  his  struggles  for  a  livelihood  as 
a  blacksmith's  apprentice,  at  which  trade  he  remained 
for  two  years.  In  1858  he  began  his  career  as  a  rail- 
road man  as  brakeman  on  the  Buffalo,  New  York  & 
Erie,  as  it  was  then  known,  and  worked  for  a  year 
at  ninety  cents  a  day,  the  prevailing  wages  at  that 
time.  He  then  accepted  a  position  as  fireman  for  C. 
T.  McElveny,  the  "father"  of  the  B.  of  L.  E.  on  the 
Erie  system;  after  firing  for  him  for  two  years,  Mr. 
Clendening  was  promoted  to  the  position  of  hostler, 
remaining  as  such  for  six  months,  when  he  was  again 
promoted,  this  time  to  the  responsible  position  of 
engineer,  on  a  switching  engine,  run  as  an  extra  until 
1864.  This  he  resigned  to  enter  the  service  of  tVie 
Government  as  an  engineer,  and  still  retains  and  cher- 
ishes as  one  of  his  most  highly  prized  possessions  the 
recommendation  given  him  at  that  time  by  H.  C. 
Fisk,  Division  Superintendent,  under  date  of  August  3, 
1864,  as  well  as  one  from  M.  E.  Brown,  Master  Me- 
chanic of  the  Buffalo,  New  York  &  Erie  Railroad, 
dated  December  30,  1862.  He  entered  the  services  of 
the  Government  at  Nashville,  Tennessee,  but  was 
afterwards  transferred  to  headquarters  at  Chattanooga, 
under  Steve  Hobbs,  who  had  formerly  held  the  posi- 
tion of  Engine  Dispatcher  on  the  Erie,  and  for  whom 
he  ran  trains  carrying  troops,  ammunition,  and  army 
stores,  over  all  roads,  from  Nashville,  Huntsville, 
Georgia,  Chattanooga,  Atlanta,  Knoxville,  and  other 
points,  clear  up  to  Bristol,  Virginia.  At  the  close  of 
the  war,  he  was  still  engaged  in  the  delivery  of  en- 
gines to  the  various  roads  which  had  purchased  them 
from  the  Government.  This  task  accomplished,  Mr. 
Clendening  returned  to  the  North,  and  immediately 
re-entered  the  service  of  the  Erie,  being  at  first  em- 
ployed in  the  shops  and  in  running  extras.  It  was  not 
long,  however,  before  he  was  given  a  regular  engine. 
running  a  freight  between  Rochester  and  Corning;  it 
was  on  this  run,  in  1867,  that  his  engine  ran  over  the 
first  and  only  man  he  ever  struck  during  the  whole 
period  of  his  railroad  life.  At  the  coroner's  jury  held 
in  the  case  Mr.  Clendening  was  fully  exonerated  from 
all  blame  in  the  matter.  Shortly  after  this  he  was 
given  a  run  between  Buffalo  and  Hornellsville,  which 
he  held  until  1872,  when  he  ran  on  the  Niagara  Falls 
Branch  for  six  months.  He  then  secured  a  passenger 
run,  which  he  held  until  1881 ;  during  all  this  time  Mr. 
Clendening  has  had  but  one  accident  which  necessi- 
tated his  leaving  his  engine;  this  was  occasioned  by  a 
head-on  collision,  caused  by  the  mistake  of  the  Train 
Dispatcher.  It  happened  in  1875.  and  Mr.  Wise,  now 
]\Iaster  Mechanic  at  Hornellsville,  who  was  "dead- 
heading" on  the  engine  at  the  time,  still  carries  a  scar 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


203 


HENRY   W.    CLEXDEXING. 


JOHN    n.    CI.IFFORD. 


204 


ERIE    RAILWAY    EDITION. 


lo  rcmuij  him  of  his  close  call.  Mr.  Clendening  was 
transferred  to  the  main  line  in  1881,  and  is  now  on 
passenger  trains  No.  8  and  i,  the  fastest  train  on  his 
division;  he  has  made  many  special  rims,  and  many 
extra  speedy  ones,  but  his  innate  modesty  forbids  him 
to  dwell  upon  these  in  conversation.  He  was  married 
to  Miss  Sarah  H.  Winn,  at  Batavia,  on  October  20, 
1863,  who  has  since  proven  a  faithful  partner  of  his 
joys  and  sorrows,  and  who  has  borne  him  two  chil- 
dren: a  son,  D.  H.  Clendening,  a  graduate  of  DeVoe 
College,  and  a  clerk  in  the  Railway  Mail  Service  at 
Buffalo  for  the  past  twelve  years,  with  the  exception 
of  the  time  served  by  him  in  the  defense  of  his  coun- 
try, he  having  been  among  the  first  to  volunteer  his 
services  with  his  comrades  of  the  6sth  New  York  Vol- 
unteers, where  he  served  with  credit  throughout  the 
late  war  with  Spain.  ]\Ir.  Clendening's  other  child, 
a  daughter,  is  married,  her  husband  being  J.  W.  Deit- 
zer,  manager  of  the  Dennison  Lithographic  Com- 
pany of  Buffalo.  Mrs.  Deitzer  is  the  mother  of  two 
charming  children,  and  Mr.  Clendening  is  as  proud  of 
his  title  of  "Grandpa"  as  are  most  men  in  that  posi- 
tion. Mr.  Clendening  is  a  strong  believer  in  the  B.  of 
L.  E.,  and  is  always  foremost  in  looking  out  for  their 
interests;  he  was  initiated  long  before  a  lodge  room 
was  thought  of  in  Buffalo,  the  ceremony  taking  place 
in  a  small  room  in  a  private  house  in  this  city;  he 
takes  great  pride  in  the  fact  that  he  is  the  oldest  living 
member  of  the  Brotherhood  in  the  entire  system,  and 
he  never  loses  an  opportunity  of  impressing  others 
with  his  views  of  the  necessity  of  every  engineer  be- 
eomiiig  a  member  of  this  organization.  He  also  prac- 
tices as  he  preaches  in  this  regard,  and  never  misses 
a  meeting  of  the  lodge.  In  this  relation,  Mr.  Clen- 
dening has  held  every  office  within  the  gift  of  his  fel- 
low-members; for  twenty  consecutive  years  (with  the 
exception  of  one  year,  w-hen  he  declined  to  serve),  he 
has  held  the  ofifice  of  Treasurer  of  Lodge  No.  15,  and 
for  twenty-five  years  he  has  been  on  the  Board  of 
Adjustments.  He  was  delegate  to  the  grand  Interna- 
tional Convention  at  New  York  City,  and  also  to  the 
one  held  at  Atlanta,  Georgia,  in  1893.  Mr.  Clenden- 
ing cherishes  an  undying  love  for  the  organization,  and 
never  allows  an  opportunity  to  pass  of  expressing  his 
views  on  the  subject. 


JOHN  DAVIS  CLIFFORD, 

Jersey  City,  New  Jersey. 

Few  would  believe,  to  look  at  Mr.  Clifford's  picture, 
here  presented,  or  to  look  at  the  man  himself,  that  he 
was  born  in  1836,  yet  we  have  the  best  of  testimony— 


his  own — to  that  effect,  the  place  of  his  birth  being 
Newark,  New  Jersey.  He  left  school  when  15  years 
old,  and  went  to  work  for  the  Erie  as  "dispatch  boy," 
in  the  time  of  Charles  Minot.  Following  this  he  was 
for  a  time  a  fireman,  first  on  the  Erie  and  then  on  the 
]Michigan  Central,  and  then  went  to  the  J.  Brandt  Lo- 
comotive Works  at  Lancaster,  Pennsylvania,  as  an 
apprentice  in  the  shop,  there  acquiring  that  intimate 
knowledge  of  the  locomotive  which  he  still  retains  and 
to  which  his  varied  experience  as  engineer  and  machin- 
ist has  since  constantly  added.  When  his  time  was  up 
he  went  to  the  Erie  shops  at  Piermont,  New  York,  and 
thence  to  the  Jersey  Central  Railroad  at  Elizabeth  City, 
and  was  there  promoted  to  the  position  of  engineer. 
Some  time  after  he  went  to  the  Delaware,  Lackawan- 
na &  Western,  as  engineer  of  a  coal  train,  where  he  re- 
mained until  1869.  In  the  latter  year  Mr.  Clifford  ac- 
cepted an  offer  of  a  position  in  Peru,  upon  the  rail- 
roads which  the  government  of  that  country  was  then 
building,  and  went  to  Lima.  Within  six  weeks  of  his 
arrival  he  was  made  Master  Mechanic  of  the  Ferro- 
Carril  de  Lima  y  Huacho,  being  afterwards  the  Master 
Mechanic  of  the  road  Henry  Meiggs  was  then  build- 
ing between  Arequipa  and  Puno.  To  this  position  was 
added  that  of  Purchasing  Agent,  and  all  these  various 
duties  Mr.  Clifford  fulfilled  until  his  return  to  the 
United  States  in  the  spring  of  1873.  His  varied  and 
interesting  experiences  in  that  country  would  make  a 
book  of  themselves,  and  it  is  a  rare  pleasure  to  hear 
him  relate  them.  Upon  his  return  to  this  country  he 
at  once  went  into  the  service  of  the  Erie  as  a  loco- 
motive engineer,  where  he  has  since  remained,  and 
after  pulling  freight  for  fifteen  years  he  was  given  a 
regular  passenger  run,  and  is  at  the  present  time  run- 
ning trains  Nos.  12  and  13,  the  Wells-Fargo  Express 
and  the  Chicago  Limited.  During  all  this  time  Mr. 
Clifford  has  had  no  accidents  of  a  serious  nature,  and 
his  immunity  from  them  must  be  laid  principally  at  the 
door  of  his  intimate  knowledge  of  his  machine  and  of 
the  "rules  of  the  road."  He  is  a  member  of  Division 
54  of  the  Brotherhood  of  Locomotive  Engineers,  of 
Port  Jervis,  New  York,  and  is,  we  understand,  far  up 
in  Freemasonry,  having  been  a  l\Iason  since  attaining 
his  majority.  His  brother  is  Superintendent  of  Motive 
Power  of  the  Chicago,  Lake  Shore  &  Eastern  Rail- 
road, having  formerly  held  the  same  responsible  posi- 
tion for  the  Erie  at  Gallon,  Ohio,  and  upon  other 
roads,  so  that  it  may  fairly  be  said  that  railroading 
"runs  in  the  family."  Mr.  Clifford  is  now  living  com- 
fortably and  happily  with  his  wife  and  their  youngest 
child  at  709  Jersey  Avenue.  Jersey  City,  and  is  a  man 
much  attached  to  his  home  and  all  which  that  word 
represents. 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


205 


SAMUEL  COCHRANE. 


T.  J.   COLLIGAN. 


206 


ERIE    RAILWAY    EDITION. 


SAMiiET.  rorHR-wi-. 

Meadville,  Pennsylvania. 

A  highly  respected  citizen  of  Meadville  and  one  of 
the  Erie's  most  efficient  engineers  is  Samuel  Cochrane. 
He  was  born  in  Rochester,  New  York,  November, 
1850,  and  was  the  son  of  Samuel  Cochrane,  a  cooper  of 
that  place.  After  attending  school  until  he  was  13 
years  of  age,  he  went  to  work  as  a  clerk  in  a  whole- 
sale liquor  house  at  Rochester,  leaving  there  in  July. 
1870,  to  accept  a  position  as  fireman  on  the  Atlantic  & 
Great  Western,  running  out  of  Meadville.  Four  years 
on  freight  and  four  years  on  passenger  fitted  him  to 
become  an  engineer,  and  December  24,  1878,  he  re- 
ceived his  promotion.  He  ran  a  freight  train  for 
seventeen  years  and  then  was  advanced  to  a  passenger 
run.  but  after  two  years  he  was  given  the  local  freight 
on  his  own  request,  and  for  the  past  eighteen  months 
he  has  held  this  run,  although  his  place  on  the  en- 
gineers' roster  and  his  ability  entitle  him  to  a  pas- 
senger train  should  he  choose  it.  Mr.  Cochrane  was 
married  November  28,  1875,  to  Miss  Katherine  Mitch- 
ell, daughter  of  Joseph  Mitchell,  an  Erie  engineer,  now 
deceased.  They  have  an  interesting  family  of  five 
children,  of  whom  Katherine,  aged  23,  is  a  graduate  of 
Meadville  schools;  Joseph,  aged  18,  is  employed  in 
the  Erie  shops;  Samuel,  aged  15;  Lucy,  aged  14.  and 
Margaret,  aged  12,  are  attending  school.  Mr.  Coch- 
rane has  never  had  an  accident  the  result  of  inattention 
and  has  a  very  clear  record.  He  is  a  member  of  B.  of 
L.  E.,  Division  No.  43,  and  is  highly  regarded  by  his 
large  circle  of  acquaintances.  Mr.  Cochrane  has  the 
distinction  of  having  run  the  last  broad-gauge  engine 
west  from  Meadville  previous  to  the  road  being  nar- 
rowed. 


ISAAC   COLE, 

Closter,  New  Jersey. 

Many  an  engineer  goes  through  his  perilous  career 
with  never  an  accident  to  jar  upon  his  overwrought 
nerves,  while  others,  again,  experience  several  of  those 
occasions  when  the  hand  of  Providence  seems  to  shield 
them  from  harm.  Isaac  Cole  is  one  of  the  latter  class, 
and  his  first  accident  occurred  back  in  the  '60s  when 
he  was  braking.  The  squeezing  that  he  received  on 
that  occasion  injured  him  so  badly  that  even  yet  he  is 
troubled  more  or  less,  and  just  recently  he  was  laid  up 
for  several  months  on  the  old  score.  While  firing  old 
No.  6,  a  wood  burner,  for  Joe  Johnson  on  the  North- 
ern, the  engine  mounted  the  rails  and  tipped  over  into 
the  ditch,  and  Mr.  Cole  was  found  beneath  a  pile  oi 
wood  which  was  dumped  from  the  tender.  In  1873  his 
engine  jumped  the  track  near  Newark  and  plowed  up 


to  the  headlight  in  the  mud,  but  by  timely  jumping 
Mr.  Cole  escaped  injury.  The  last  wreck  he  experi- 
enced was  at  the  crossover  at  Weehawken,  New  Jer- 
sey, his  engine  being  run  into  by  a  train  on  the  other 
road  and  badly  damaged.  Mr.  Cole  escaped  injury  on 
this  occasion,  but  his  fireman,  J.  M.  Burke,  was 
severely  scalded.  Mr.  Cole  was  born  in  New  Yor'.< 
City  in  1843,  and  is  the  son  of  Abraham  I.  Cole,  a  ma- 
chinist of  that  place.  The  young  man  attended  school 
until  he  was  14  years  of  age  and  then  went  to  work 
in  a  wholesale  tobacco  manufactory,  leaving  that  place 
some  time  later  to  take  service  with  a  lawyer  for 
v.hom  he  acted  as  clerk.  He  was  in  the  service  of  his 
country  for  a  short  period  at  the  close  of  the  war. 
going  out  with  the  22d  New  Jersey,  and  serving  in 
the  First  Army  Corps  under  General  Reynolds  at 
Chancellorsville  and  Fredericksburg.  In  1864  he  en- 
tered the  service  of  the  Erie,  firing  a  wood  burner 
between  Monsey  and  Jersey  City,  and  was  promoted 
to  engineer  on  September  6,  1875.  For  a  number  of 
years  he  ran  in  the  freight  service  of  the  road,  but  oi 
late  has  had  a  switch  engine  and  been  in  charge  of  a 
construction  train.  In  1869  Mr.  Cole  was  married  to 
Miss  Chanty  Christie,  daughter  of  Joseph  Christie,  a 
boss-mason  of  Eastwood,  New  Jersey.  Two  children 
have  been  born  to  them;  Percy  Franklin,  married,  is 
a  photographer,  .but  is  now  engaged  in  the  chair  busi- 
ness at  Cleveland,  Ohio;  Margaret,  the  daughter,  re- 
sides with  her  parents  in  their  pretty  home  on  West 
Street.  Mr.  Cole  is  affiliated  with  the  B.  of  L.  E.  and 
General  Gabriel  Paul  Post.  G.  A.  R..  of  Westwood. 


T.  J.  COLLIGAN. 
Carbondale,   Pennsyhania. 

It  is  a  sincere  pleasure  for  a  man  to  follow  a  calling 
that  he  truly  likes;  for  to  such  a  man  there  is  some- 
thing more  in  his  day's  toil  than  simply  the  money 
he  is  earning,  and  serene  contentment  marks  his  jour- 
ney through  life.  It  is  with  pleasure  we  chronicle  that 
T.  J.  Colligan  was  one  of  that  class  of  men.  He  started 
on  his  railroad  career  as  soon  as  he  was  strong  enough 
to  fire  an  engine,  and  has  climbed  to  an  honored  place 
among  the  Erie's  engineers.  Mr.  Colligan  was  born 
in  Susquehanna,  Pennsylvania.  January  12,  1871,  and 
is  the  son  of  Edward  Colligan,  for  a  number  of  years 
car  inspector  on  the  Erie  at  this  point.  Mr.  Colligan 
Ijegan  as  a  caller  of  engine  crews  soon  after  he  left 
school,  and  was  promoted  to  fireman  in  1887.  He 
served  five  and  a  half  years  on  freight  and  six  months 
on  passenger,  and  then,  being  in  line  for  promotion,  he 
was  examined  by  Superintendent  George  Van  Keuren 
and  promoted  with  high  honors  to  engineer.  Since 
that  time,    1893,   he   has   been   running  freight   on  the 


AMERICAN-    LOCOMOTIVE    EXGIXEERS. 


207 


EDWARD  CONKLIN. 


A.    E.    COLLINS. 


208 


ERIE    RAILWAY    EDITION. 


Jefferson  Division,  and  is  uniformly  liked  by  all  with 
whom  he  comes  in  contact.  On  July  26.  1894,  he  was 
married  to  Miss  Elizabeth  Rettich,  daughter  of  An- 
thony Rettich,  who  resides  in  Carbondale  and  for  years 
has  been  a  watchman  on  the  Delaware  Canal.  They 
have  three  pretty  cliildren.  Frank,  aged  6:  Paul,  2: 
and  Mary;  who  are  the  joy  and  pride  of  a  very  happy 
home.  Mr.  Colligan  is  affiliated  with  Keystone  Lodge, 
No.  208,  B.  of  I^.  E.,  and  is  a  strong  supporter  of  the 
principles   of   that   order. 


A.   E.    COLLINS, 

Huntington,    Indiana. 

One  of  the  most  prominent  engineers  in  the  employ 
of  the  Erie  is  Mr.  Collins.  He  is  a  native  of  historic 
old  Vermont,  having  been  born  in  Wolcott.  Lamoile 
County,  in  October,  1862.  His  father  was  a  cooper, 
and  after  receiving  a  common  school  education  it  was 
but  natural  that  the  young  man  should  become  a 
worker  in  wood.  His  bent  was  not  that  of  a  cooper, 
but  at  an  early  age  he  contracted  to  saw  wood  by 
steam  and  hot  air  to  supply  the  Boston,  Concord  & 
Montreal  Railroad  Coillpany.  He  began  railroad 
work  as  a  wiper  for"  the' Coiicord  Railroad,  and  later 
worked  as  fireman  for  the  sanie  company.  In  the  year 
1882  he  came  west  to  seek  his  fortune,  and  suon  found 
employment  as  fireman  with  the  Chicago  &  West 
Michigan  Railroad,  at  Muskegon.  ^lichigan,  which 
position  he  resigned  some  time  later  and  accepted 
work  with  the  Union  Stock  Yards  Railroad  Company 
at  South  Omaha,  Nebraska.  In  1890  he  enlisted  hitn- 
self  with  the  Erie's  great  army  of  employes,  and  for 
the  past  seven  years  he  has  run  on  freight  between 
Chicago  and  Marion.  During  his  career  he  has  fired 
freight  three  years  and  passenger  five  years.  He  has 
run  express  and  passenger  engines  about  si.x  months 
and  freight  over  seven  years.  His  entire  fitness  for  the 
responsible  position  he  now  holds  has  been  demon- 
strated numerous  times,  and  on  each  occasion  he 
received  acknowledgment  for  his  efficient  work  from 
high  road  officials.  His  record  with  his  former  and 
present  employers  commands  the  respect  of  all,  both 
as  an  engineer  and  as  a  man.  In  Huntington  he  is 
highly  regarded  by  his  acquaintances,  and  his  home  on 
First  Street  is  one  of  the  happiest.  He  was  married  in 
May,  18.S6,  to  Miss  Mary  E.  Leavenworth,  of  Grand 
Rapids,  Michigan.  They  have  had  four  children,  three 
of  whom  are  dead.  The  remaining  child.  Corning 
Cole  Collins,  is  now  four  years  old,  and  he  is  the  apple 
of  Mr.  Collins'  eye  .ind  the  sunlight  of  his  home. 


EDWARD  COXKI.IN, 
Waldwick,   New  Jersey. 

Edward  Conklin  was  born  in  Piermont,  Rockland 
County,  New  York,  on  March  16,  1856.  He  left  school 
at  the  age  of  17  and  learned  the  carpenter's  trade,  after 
ivhich  he  went  to  Manchester,  England,  and  worked 
five  years.  Returning  home  he  secured  a  situation  as 
fireman  on  the  Erie,  his  first  trip  being  on  engine  288. 
He  fired  from  September  20,  1878,  till  September  20, 
1886,  on  which  date  he  was  promoted  to  engineer,  and 
assigned  to  engine  233  on  a  run  between  Port  Jervis 
and  Jersey  City,  now  having  a  passenger  run  between 
Waldwick  and  Jersey  City,  New  Jersey.  Mr.  Conklin 
was  married  in  November,  1877,  to  Miss  Anna  May.  of 
Sufifern,  New  York,  and  they  have  six  children.  Harry, 
aged  21,  is  a  fireman  on  the  Erie;  Charles  is  learning 
the  machinist's  trade;  Edward,  Jr.,  Mamie  and  Cora, 
are  attending  school,  while  Anna,  the  youngest  of  this 
interesting  family,  is  4  years  old.  Mr.  Conklin  is  a 
member  of  the  B.  of  L.  E.,  Lodge  135,  of  Jersey  City, 
and  is  affiliated  with  the  Alethodist  Church,  taking  a 
great  interest  in  all  that  pertains  to  the  spiritual  wel- 
fare of  the  church  and  community. 


GEORGE  H.  CONKLIN, 
Sufferu,  New  York. 

If  lliere  is  anything  in  the  doctrine  of  heredity  or 
by  whatever  name  it  may  be  called,  surely  the  sub- 
ject of  this  sketch  is  a  telling  example.  Born  in 
Ramapo,  New  York,  March  17,  1846,  his  father  (yet 
living  at  the  patriarchal  age  of  86)  being  at  that  time 
in  the  service  of  the  Erie  as  through  baggage  man, 
a  service  Extended  over  nearly  forty  years,  thirty  years 
on  train  No.  I,  Jersey  City  to  Buffalo,  he  came  so 
naturally  by  his  leanings  toward  railroad  work  that 
to  quote  his  own  words:  ''Every  time  I  saw  a  railroad 
train  I  said  to  myself,  'That's  what  I'll  do  when  I'm  a 
man.'  "  So  that  in  spite  of  being  educated  as  a 
bookkeeper  and  brought  up  for  a  mercantile  career, 
Mr.  Conklin  followed  his  natural  bent,  and,  after 
working  in  a  grocery  store  for  a  few  months,  went 
into  the  service  of  the  Erie,  beginning  in  1861  as 
newsboy.  In  1862  he  began  firing,  which  he  continued 
to  do  until  May,  1865,  between  Avhich  time  and  Octo- 
ber, 1868,  he  ran  as  baggageman  between  New  York 
and  Buffalo,  when  he  resumed  firing  (and  those  were 
the  times  when  wood  was  the  fueO,  so  remaining  until 
October  21,  1869,  w-hen  he  was  promoted  to  freight 
engineer  and  served  in  that  capacity  for  twelve  years 


AMERICAN    I,OCOMf)TIVE    ENGINEERS, 


209 


GEORGE  H.  CONKLIN. 


WII-LIAJI  COXX. 


210 


ERIE    RAILWAY    EDITION. 


— since  vvliicli  tiiiK'  ami  up  Id  the  present  lie  has  pulled 
passenger.  And  lor  all  this  time,  through  a  service 
so  constant  and  so  varied,  he  has  never  had  an  acci- 
dent, has  never  "scratched  paint  nor  drawn  blood 
on  an  employe."  Surely  a  remarkable  and  enviable 
record.  Mr.  Couklin  is  an  Erie  product;  he  has  never 
worked  for  another  road,  and  if  we  are  to  judge  a  tree 
by  its  fruits  it  is  small  wonder  that  the  Erie  has  risen 
from  its  ashes,  has  triumphed  over  those  who  sought 
its  downfall,  and  now  stands  pre-eminent  atnong  the 
world's  railways.  On  November  24,  1868,  Mr.  Conk- 
lin  married,  at  Brooklyn,  N.  Y.,  Miss  Emma  M. 
Springsteen,  and  their  union  has  been  blessed  by  the 
birth  of  seven  children,  five  of  whom  are  now  living. 
Of  his  boys  and  their  future,  Mr.  Conklin  says:  "1 
will  do  my  best  to  educate  them;  then  they  can  fol- 
low their  own  bent,  being  as  well  equipped  for  suc- 
cess as  I  can  make  them,"  believing,  as  typified  in  his 
own  case,  that  the  line  they  feel  impelled  to  follow  is 
the  one  that  will  prove  most  suitable.  At  the  present 
time  Mr.  Conklin  has  the  run  between  Jersey  City  and 
Suf?ern,  N.  Y.,  being  in  charge  of  engine  376.  He 
has  been  for  so  many  years  a  Freemason  in  good 
standing  that  pursuant  to  a  resolution  passed  by  his 
lodge  (Ramapo  No.  589  of  New  York),  in  1896,  he 
was  at  that  time  made  an  honorary  member,  having 
been  identified  with  the  lodge  for  twenty-five  years. 
For  the  last  ten  years  he  has  been  and  at  the  present 
time  is  First  Assistant  Engineer  of  Hudson  Division 
No.  13s,  B.  of  L.  E.,  at  Jersey  City,  which  he  joined 
in  1870,  at  the  earliest  moment  of  eligibility.  Mr. 
Conklin  has  the  record  of  a  veteran,  but  he  has  the 
looks  and  the  carriage  of  a  young  man.  Many  years 
must  pass  before  the  days  of  his  usefulness  are  num- 
bered, and  he  has  hosts  of  friends  to  hope  that  they 
may  be  prosperous  and  happy  years. 


WILLIAM   CONN, 

Poll  Jervis,  New  York. 

William  Conn,  the  Erie's  efficient  Engine  Dis- 
patcher at  Port  Jervis,  has  had  a  very  eventful  life. 
He  was  born  in  Newark,  N.  J.,  August  II,  1838,  and 
fortified  himself  with  a  good  education,  having  at- 
tended school  until  he  was  17  years  of  age.  He  then 
entered  the  car  shops  at  Piermont,  N.  Y.,  as  an  ap- 
prentice, but  remained  only  a  year,  going  to  New 
Bedford,  where  in  1856  he  shipped  on  the  Arnolda,  a 
whaling  vessel.  They  rounded  Cape  Horn  and 
visited  the  Sandwich  Islands  and  many  other  places 
in  the  Central  and  Southern  Pacific,  also  going  as  far 
north  as  the  ice  would  permit  them.  The  voyage  lasted 
three  years,  and  on  his  return  Mr.  Conn  engaged  with 


llie  Erie  as  an  oilman,  but  was  soon  advanced  to 
fireman.  He  went  out  first  with  H.  Belding  on  en- 
gine 208,  and  then  continued  in  the  service  until  1862, 
when  he  enlisted  in  the  United  States  navy,  and  was 
assigned  to  the  gunboat  Norwich  under  Captain 
Duncan.  He  was  in  blockade  duty  ofif  Charleston  and 
at  St.  John's  River,  Florida;  assisted  in  the  capture 
of  Jacksonville  and  in  the  escort  of  soldiers  going 
to  and  from  the  South.  He  was  mustered  out  in 
1863,  and  returning  to  the  Erie  service  was  started 
as  hostler  and  extra  engineer  at  Port  Jervis.  In 
1867  he  was  promoted  to  First  Assistant  Engine  Dis- 
patcher, under  F.  Abbott.  In  1870  Mr.  Conn  was 
made  Chief  Dispatcher,  which  position  he  now  holds, 
having  charge  of  both  eastern  and  Delaware  Di- 
visions. He  was  married  February  10,  1864,  to  Miss 
Mary  E.  Travis,  of  Port  Jervis,  and  they  reside  in 
their  elegant  home  in  that  city,  admired  and  respected 
by  all.  One  child,  a  son.  has  come  to  bless  their 
wedded  life,  and  he  is  now  engaged  in  the  Superin- 
tendent's office  at  Port  Jervis.  Mr.  Conn  is  a  mem- 
ber of  Division  54,  B.  of  L.  E. ;  Masonic  Lodge  No. 
328;  Neversink  Chapter  No.  186,  Delaware  Com- 
mandery  No.  44,  and  Mecca  Temple  of  New  York. 


J.    S.    CONNOLLY, 

Hornellsville,  New  York. 

J.  S.  Connolly,  son  of  Thomas  Connolly,  a  promi- 
nent citizen  of  Hornellsville,  was  born  in  that  place 
on  January  18,  1859.  He  began  his  railroad  career 
in  1873  as  a  shop  hand  for  the  Erie,  and  in  1883  was 
transferred  to  fireman  on  the  Susquehanna  Division. 
He  served  in  this  capacity  for  the  ensuing  six  years, 
being  promoted  to  engineer  in  1889,  since  which  time 
he  has  run  continuously  in  the  freight  service.  He 
belongs  to  the  B.  of  L.  E.,  and  is  a  genial  man  among 
his  associates  and  stands  well  with  his  superiors.  Mr. 
Connolly  was  married  June  22,  1889,  to  Miss  Frances 
Hogan,  and  they  have  four  charming  children — Wal- 
ler R.,   Clistia,  John  H.  and   Francis  S. 


FREDERICK  S.  CONNON, 

Huntington,    Indiana. 

Frederick  S.  Connon  was  born  in  Greenwich,  Kent 
County,  England,  March  21,  1855.  His  father,  C.  W. 
Connon,  was  doctor  of  laws  and  a  lecturer  in  the 
Greenwich  Proprietary  School.  In  1858  he  severed 
his  connection  with  this  school  and  accepted  an  ap- 
pointment as  English  master  of  the  Upper  Canada 
College  at  Toronto,   Canada,  and   for  eleven  years  as 


AMERICAN'    I.C)CCnrOTI\'E    ENGINEERS. 


i;ii 


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^^Hj^^/        ^^h^^   g^^^^^^^^^^^^Ba 

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IK 

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FKKUERICK  S.   CON'NOX. 


LEVI    H.    COOVER. 


212 


ERIE    RAILWAY    EDITION. 


one  of  the  faculty  had  the  respect  and  affection  of 
all  wlio  liad  tlie  good  fortune  to  meet  him.  At  the 
age  of  15,  after  receiving  a  common  school  educa- 
tion, he  enlisted  in  A  Battery.  Royal  Canadian  Artil- 
lery, under  Colonel  French.  He  remained  in  the 
artillery  service  for  two  years,  and  was  promoted  to 
corporal.  After  receiving  an  honorable  discharge  at 
Kingston.  Ontario,  he  attended  the  Canadian  ]\Iilitary 
School  of  Infantry,  and  in  due  time  graduated  from 
this  institution.  In  1872  he  accepted  a  position  as 
fireman  on  the  Canadian  Pacific  Railroad,  running 
between  Toronto  and  Owen  Sound.  After  tliree 
years  of  service  he  resigned  and  shortly  afterward 
accepted  a  position  on  the  Canada  Southern,  where 
for  one  year  he  worked  as  brakeman.  leaving  to  go 
with  the  old  Great  Western,  for  whom  he  worked 
three  years  as  brakeman,  running  between  Niagara 
Falls  and  St.  Thomas.  He  resigned  this  place  to  go 
to  Marshall,  Texas,  where  he  accepted  a  position  on 
the  Texas  &  Pacific.  In  the  course  of  a  year  his 
ability  was  recognized  by  promotion  to  engineer,  and 
for  one  year  he  ran  between  Dallas  and  Big  Springs. 
Desiring  to  live  in  the  North,  he  accepted  a  position 
on  the  Wabash  Railroad,  with  which  he  remained 
three  years,  the  last  ten  months  of  which  were  spent 
running  a  yard  engine  in  Decatur,  111.  In  1886  he 
accepted  a  position  with  the  Canadian  Government 
on  construction  work,  working  on  the  Canadian  & 
Pacific  between  Port  Arthur  and  Scribner  until  1889, 
when  he  went  to  the  "Cotton  Belt"  as  engineer,  and 
for  two  years  ran  on  that  road  between  Jonesville, 
Arkansas,  and  Texarkana,  Texas.  In  i8gi,  he  sev- 
ered his  connection  with  this  road,  to  accept  a  posi- 
tion tmder  Master  Mechanic  Kesdell  on  the  Chicago 
&  Atlantic.  Mr.  Connon  is  a  man  of  education  and 
refinement  and  he  is  highly  respected  by  all  who  know 
hirn.  As  an  engineer  he  ranks  among  the  best  in  the 
Erie  service,  being  very  popular  with  the  officials 
and  his  fellow  workmen.  In  April,  1898,  he  was  mar- 
ried to  Miss  Nona  Powers,  daughter  of  Edward 
Powers,  a  resident  of  Huntington.  Mr.  Connon's 
mother  makes  her  home  with  him.  He  is  a  member 
of  B.  of  L.  E.,  Division  221,  and  also  belongs  to  Amity 
Lodge  No.  483,  F.  &  A.  M.;  Huntington  Chapter 
No.  27,  R.  A.  M.;  Council  51.  R-  &  S.  M.,  and  Wa- 
bash \'alley  Lodge,  A.  O.  U.  W.  of  Huntington. 


at  the  age  of  15,  Mr.  Cooke  took  a  year  in  which  to 
look  around  and  make  up  his  mind  what  calling  in  life 
he  would  take  up.  He  had  possessed  a  boyish  long- 
ing for  the  railroad,  and  the  result  of  his  investiga- 
tions confirmed  him  in  making  this  his  choice.  Ac- 
cordingly, in  the  fall  of  1879,  he  applied  for  and  re- 
ceived a  position  as  fireman  on  the  Erie.  He  fired 
over  the  New  York  Division  from  that  time  until  July 
2,  1887,  when  he  was  regularly  promoted  to  engineer 
and  assigned  to  the  freight  service  of  the  same  di- 
vision, in  which  capacity  he  still  serves.  On  July  8, 
1899,  Mr.  Cooke  met  with  a  severe  accident  at  Ridge- 
wood  Junction  while  pulling  the  fast  freight,  the  train 
having  fifty-two  cars.  A  defective  rail  ditched  nearly 
the  entire  train,  and  so  seriously  was  he  injured  that 
he  was  laid  up  for  forty  days.  On  November  15, 
1884,  he  was  united  in  marriage  to  Miss  Alice  William- 
son, daughter  of  Hugh  Williamson  of  Port  Jervis, 
who  for  the  past  twenty-five  years  has  been  an  en- 
gineer on  the  Erie.  Three  children  have  been  born 
to  them — John,  aged  14:  Fred,  10,  and  Florence,  4. 
Mr.  Cooke  is  a  charter  member  of  Lodge  No.  i,  B. 
of  L.  E.  of  Port  Jervis,  and  is  a  popular  and  etticient 
engineer. 


JOHN   E.    COOKE, 

Port   Jervis,    New    York. 

John  E.  Cooke  was  born  in  Paterson,  N.  J.,  on 
October  25,  1863,  and  is  the  son  of  Henry  Cooke,  a 
traveling  engineer  and  master  mechanic,  wdio  is  now 
working   in    Central    America.      After    leaving    school 


WINTHROP  HUQH  COOK, 

Meadville,  Pennsylvania. 

Winthrop  Hugh  Cook,  son  of  Samuel  Cook,  was 
born  in  Brockport,  N.  Y.,  October  19,  1856.  He  at- 
tended school  until  he  was.  14  years  of  age,  and  then 
went  to  work  in  his  father's  mill.  He  followed  this 
trade  in  Bagdad  and  Perrysburg,  N.  Y.,  until  Feb- 
ruary, i88i,  abandoning  it  then  to  accept  a  position 
as  fireman  on  the  Erie  at  ^Meadville.  He  served 
faithfully  in  this  capacity  for  seven  years,  four  years 
on  freight  and  three  years  on  passenger,  being  pro- 
moted to  engineer  on  May  24.  1888.  Since  that  time 
he  has  run  almost  continuously  in  the  freight  service, 
being  called  for  extra  passenger  duty.  Mr.  Cook  is 
considered  one  of  the  Erie's  most  conservative  and 
efficient  engineers,  and  consecjuently  stands  well  with 
his  superiors,  while  he  is  on  terms  of  close  friend- 
ship with  his  brother  engineers.  Although  he  has 
been  in  several  wrecks  he  has  never  been  injured. 
'  On  one  occasion  the  track  w-as  being  repaired  at 
Saegertown,  Pa.,  and  the  flagman  was  not  placed  far 
enough  back  from  the  place  where  the  track  was  out. 
Mr.  Cooke  came  down  the  grade  with  six  loads  be- 
hind him,  and  ere  he  could  even  check  his  speed  the 
whole  train  went  into  the  ditch.  While  firing  he  was 
in  a  head-end  collision  at  Union  Hill.  Pa.,  in  which  his 
engine  was  stood  up  on  end.  but  both  he  and  the 
engineer    saved    themselves   by   jumping.      October   4. 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


213 


SANFORD  G.  C0RL?:TT. 


JAMES    P.    CORBETT. 


214 


ERIE    RAILWAY    EDITION. 


1876,  he  was  married  to  Miss  Mary  E.  Thatcher, 
daughter  of  Rev.  James  Thatcher  of  Cherry  Creek. 
N.  Y.  Six  children  have  been  born  to  them,  five  of 
whom  survive;  Mabel  W.,  aged  21,  educated  in  Mead- 
ville  and  a  graduate  of  the  Business  College;  Ethel  A., 
aged  19,  attending  Hi.gh  School;  Rachel  G.,  aged  16, 
at  death;  Elizabeth  P..  aged  15;  Morris,  aged  13,  and 
Presby  W.,  aged  9,  are  attending  school.  "Mr.  Cook 
is  a  member  of  the  local  Lodge,  B.  of  L.  E.,  and 
Stella  Council,  American  Legion  of  Honor.  His 
family  is  among  the  elite  of  the  city,  and  he  is  re- 
garded as  one  of  Meadville's  most  stable  and  re- 
spected  citizens. 


JOHN   A.   COOPER, 

Galion,   Ohio. 

John  A.  Cooper  was  born  in  Wadsworth,  Ohio,  May 
4,  1866.  His-. father  is  Benjamin  F.  Cooper,  formerly 
of  that  town,  but  who  is  now  time-keeper  at  the  Cin- 
cinnati, Hamilton  &  Dayton  shops  at  Dayton.  ^Ir. 
Cooper  left  school  at  the  age  of  fourteen  years,  hav- 
ing acquired  a  good  common  school  education.  He 
clerked  in  a  coal  office  in  Dayton  for  a  while,  but  his 
natural  inclination  was  for  railroad  life,  and  in  1880 
he  secured  a  position  as  bell  boy  in  the  New  York, 
Pennsylvania  &  Ohio  yards  at  Dayton.  In  1881  he 
was  promoted  to  call  boy,  and  in  September,  1883, 
went  to  firing  a  switch  engine,  but  after  working  six 
months  in  that  position  he  was  put  back  to  call  boy. 
In  1884  he  was  promoted  from  this  position  to  firing 
passenger,  and  after  six  years'  continuous  service  in 
that  capacity  was  promoted  to  engineer  in  August, 
1890.  For  the  past  nine  years  he  has  been  running 
through  freight,  with  occasional  extra  passenger  duty. 
He  has  demonstrated  his  ability  time  and  again,  and 
as  he  is  a  careful,  conservative  engineer,  he  stands 
high  in  the  estimation  of  his  superiors.  He  was  mar- 
ried November  25,  1807,  to  ]\Iiss  Mary  Schultz, 
daughter  of  George  Schultz,  a  molder  of  Pittsburg. 
Mr.  Cooper  is  a  member  of  B.  of  L.  E.,  Division  No. 
16.  He  has  a  pretty  home  at  337  North  Market 
street,  and  he  and  his  estimable  wife  are  admired  by 
a  wide  circle  of  friends. 


JAMES  P.  CORBETT, 

Chicago,    Illinois. 

James  P.  Corbett.  who  was  born  in  New  Orleans, 
La.,  June  13,  1862,  is  the  son  of  J.  D.  Corbett,  a  cot- 
ton broker  of  that  city.  After  receiving  his  education, 
he  went  to  work  in  a  grocery  store  as  clerk,  and 
served  in   that  capacity   for   four   years.      In   October, 


1878,  he  began  his  railroad  career  as  a  fireman  on 
the  Lake  Shore  &  Michigan  Southern,  and  for  three 
years  ran  between  Chicago  and  Elkhart,  Ind..  being 
then  promoted  to  engineer  in  i88r.  He  was  assigned 
to  the  freight  service,  and  for  two  years  ran  on  the 
Western  Division,  resigning  then  to  accept  a  posi- 
tion on  the  Erie.  He  fired  for  two  months,  learning 
the  road,  and  was  then  given  an  engine  and  assigned 
to  yard  work  at  Chicago,  being  called  for  extra  duty 
on  the  road.  Mr.  Corbett  is  a  prominent  member  of 
B.  of  L.  E.  Division  302,  being  Chairman  of  the  local 
Grievance  Committee,  and  taking  great  interest  in 
everything  that  pertains  to  the  welfare  of  the  brother- 
hood. He  owns  a  fine  brick  residence  on  Wabash 
avenue,  and  is  regarded  as  one  of  the  best  citizens  of 
the  neighborhood.  He  has  a  fine  record  as  an  en- 
gineer, standing  high  in  the  estimation  of  the  oflicials 
and  being  recognized  as  a  leader  by  his  brother  en- 
gineers. 


SANFORD  G.  CORLETT, 

Cleveland,    Ohio. 

On  November  17,  1856,  Sanford  G.  Corlett  was  born 
in  Warren\ille,  Ohio,  and  he  attended  school  in  that 
town  until  he  was  15  years  of  age,  when,  having  se- 
cured a  good  common  school  education  he  gave  up 
study  and  went  to  work  on  a  farm  for  his  father.  He 
farmed  till  1879,  at  which  time  he  went  to  Cleveland 
and  soon  secured  a  position  as  fireman  on  the  Erie. 
In  this  capacity  he  served  a  year  and  a  half  on 
freight  and  a  year  on  passenger,  his  exceptional  ability 
winning  him  promotion  to  engineer  in  August,  1881. 
He  ran  a  yard  engine  in  the  Cleveland  yards  for 
three  years,  and  then  was  advanced  to  a  run  on 
through  freight,  which  he  has  ever  since  held.  The 
only  wreck  Mr.  Corlett  ever  had  was  when  his  engine 
collided  with  the  rear  end  of  a  freight  train  which 
had  broken  apart  on  a  steep  grade  near  Garretsville. 
The  engine  was  badly  damaged,  while  the  caboose 
and  many  of  the  runaway  cars  were  smashed  to  kind- 
ling wood.  Mr.  Corlett  and  his  fireman  saved  them- 
selves by  jumping.  He  is  a  member  of  Devereaux 
Lodge  No.  167,  B.  of  L.  E.,  and  is  First  Engineer, 
having  held  the  office  for  the  past  four  years.  He  was 
married  Christmas  day,  1889,  to  Miss  Bessie  Gleason 
of  Youngstown,  Ohio,  and  two  children  have  been 
born  to  them;  Gladys  J.,  aged  9,  is  attending  school; 
Edna  L.,  died  at  the  age  of  8  months.  Mr.  Corlett 
owns  the  homestead  farm  at  Warrensville.  where  he 
was  born.  His  father.  John  Corlett.  came  to  this 
country  when  quite  a  young  man  and  settled  at 
Rome,  N.  Y.,  where  he  worked  several  years  as  a 
stone  cutter.     He  saved  up  some  money  and  entered 


AMERICAN    LOC(JM()TI\K    KNCIXEERS. 


215 


into  partiicrsliip  with  Jolin  Gobii  in  the  contracting 
business.  They  built  all  the  locks  in  the  Black  River 
Canal  and  did  all  the  stone  work  for  the  Erie  in 
Orange  County,  New  York.  Mr.  Corlett  finally  sold 
out  his  interest  in  the  firm  and  then  worked  as  fore- 
man until  he  was  compelled  to  quit  work  by  a  stroke 
of  paralysis.  He  was  disabled  for  a  number  of  years, 
and  on  recovering  purchased  the  farm  at  Warrensville, 
where  he  resided  until  his  death. 


FRANK  D.  CORWIN, 

I'ort  Jervis,   New  York. 

Frank  D.  Corwin  was  born  on  April  i8,  1863,  at 
Newburgh,  N.  Y.,  and  attended  school  there  up  to 
about  the  age  of  10  years,  following  up  his  schooling 
at  Great  Barrington.  Mass.,  whither  his  mother  Otis 
father  having  been  killed  in  the  War  of  the  Rebellion) 
removed  at  that  time.  Here  he  put  in  two  more 
years  at  school  and  subsequently  removed  to  Pine 
Bush,  N.  Y..  where  he  lost  his  mother  by  death.  His 
energies  during  this  time  had  been  devoted  to  farm- 
ing, and  it  was  not  until  1880  that  he  first  became 
identified  with  railroad  work,  with  which  he  has  ever 
since  been  occupied.  His  first  experience  was  as  a 
watchman  of  engines  on  the  Middletown  and  Craw- 
ford branch  of  the  Erie,  and  this  line  he  followed  for 
four  months,  at  the  end  of  that  time  becoming  a 
fireman,  and  for  two  years  fired  wood  on  that  branch, 
afterward  using  coal  when  the  control  of  the  branch 
passed  to  the  Erie  in  1882.  Here  he  remained  as  a 
fireman  until  Septetiiber,  1891,  when  he  came  to  Port 
Jervis.  He  was  at  that  time  in  line  for  promotion, 
but  for  the  first  two  months  after  his  arrival  at  Port 
Jervis  he  fired  over  the  New  York  Division,  familiar- 
izing himself  witli  the  grades,  and  then — on  Novem- 
ber 13,  i8gi,  he  was  promoted  to  engineer,  and  since 
that  date  he  has  been  running  extras  between  Port 
Jervis  and  Jersey  City  and  Port  Jervis  and  New- 
burgh. When  the  "E,  B.  Thomas"  returned  from 
the  World's  Fair,  however,  Mr.  Corwin  fired  her  for 
a  short  time  on  runs  Nos.  7  and  38,  for  Engineer 
Clark  Caskcy.  During  his  service  as  a  fireman  Mr. 
Corwin  was  a  member  of  the  Brotherhood  of  Loco- 
motive Firemen,  and  on  becoming  eligible  as  an  en- 
gineer he  joined  Division  No.  54,  Brotherhood  of 
Locomotive  Engineers,  at  Port  Jervis.  which  mem- 
bership he  still  retains.  Aside  from  this  he  has  not 
joined  any  other  societies,  secret  or  otherwise.  On 
.^pril  18.  1883,  Mr.  Corwin  was  married,  at  Prospect, 
N.  Y.,  to  Miss  Emma  Mintran,  and  they  now  make 
their  home  at  Matamoras,  Pa.,  with  their  five  little 
ones,   four   of   whom   are   now    attending   the   excellent 


schools  of  that  village.  In  all  his  railroad  experience 
he  has  never  had  an  accident,  and  it  is  much  to  be 
said,  in  addition  to  this,  that  there  are  no  "black 
luarks"  against  him  in  the  company's  records.  But 
just  so  long  as  he  follows  out  the  course  of  life  which 
he  has  heretofore  adhered  to — devotion  to  duty  and 
the  intelligent  fitting  of  himself  for  its  understanding 
and  execution — so  long  is  his  immunity  from  cither 
accident  or  black  marks  likely  to  last.  And  it  is  fair 
to  say  that  as  Mr.  Corwin  is  a  well-balanced  man, 
with  a  mind  of  his  own,  he  is  more  than  likely — un- 
foreseen and  unavoidable  occurrences  barred — to  ren- 
der acceptable  service  to  the  company  and  to  do  jus- 
tice to  himself.  Certainly  he  has  hosts  of  friends  to 
wish  that  this  may  be  the  case,  and  he  is  a  man  who 
knows  how  to  keep  his  friends,  too. 


ERASTUS  H.  COX, 

Jersey  City,  New  Jersey. 

Erastus  H.  Cox  is  one  of  the  real  old-timers,  hav- 
ing begun  railroading  shortly  after  the  Erie  was 
opened  for  traffic,  and  is  now  in  his  fifty-first  year  of 
railroad  life.  The  son  of  Charles  D.  Cox,  a  stage  pro- 
prietor and  landlord  of  ]\Iauch  Chunk,  Pa.,  he  was 
born  in  that  town  on  February  5,  1830.  Leaving 
school  at  the  age  of  16  he  worked  for  three  years  on 
a  canal  boat,  that  being  the  time  when  canals  were 
the  principal  mode  of  traffic.  In  1849,  after  the  Penn- 
sylvania Coal  Company  had  completed  its  railroad, 
Mr.  Cox  took  service  with  it  as  a  conductor  on  a 
coal  train,  remaining  until  1853,  when  he  came  to  the 
Erie.  After  a  year  as  fireman  on  this  road,  running 
between  Jersey  City  and  Rutherford,  he  resigned  and 
went  west,  entering  the  service  of  the  Chicago,  Alton 
&  St.  Louis,  running  between  Blooinington  and 
Alton.  In  1854  he  returned  east  and  fired  on  the 
Delaware,  Lackawanna  &  Western,  being  promoted 
to  engineer  by  that  company  in  1855.  For  the  ensu- 
ing eighteen  years  he  ran  between  Scranton  and 
Hamilton  Junction  on  that  road,  leaving  its  employ 
in  1863.  when  he  re-entered  the  service  of  the  Erie. 
For  twenty-seven  years  he  was  in  road  service  on  the 
New  York  Division,  and  gained  the  reputation  of 
being  one  of  the  best  and  most  capable  men  on  the 
eastern  end  of  the  road.  For  the  past  ten  years  he 
has  had  a  switch  engine  in  the  Twenty-third  street 
yards,  where  he  continues  to  discharge  his  duties  as 
promjitly  and  efficiently  as  the  engineers  who  were 
babes  when  he  was  an  old  engineer.  Time  has  dealt 
kindly  with  Mr.  Cox.  and  his  friends  predict  that  he 
will  be  many  years  older  ere  he  concludes  to  take  the 
rest   he   has  alrcadv   well    earned.      He   was   married   in 


216 


ERIE    RAILWAY    EDITION. 


1854  to  Miss  Julia  Connor,  daughter  of  John  Connor, 
a  stationary  engineer  of  New  York  City.  Their  only 
child,  Edward  B.  Cox,  who  was  a  conductor  on  the 
Plant  Railroad  System  of  Florida,  died  at  the  age  of 
40  from  injuries  received  while  making  a  coupling. 
Mr.  Cox  is  a  member  of  Lodge  135.  B.  of  L.  E.,  of 
Jersey  City,  and  was  the  773d  member  of  the  Insur- 
ance Order.  He  still  holds  the  policy  issued  to  him 
while  F.  Abbot  was  Chief  Engineer. 


WILLIAM   G.   COX, 

Huntington.    Indiana. 

William  G.  Cox  was  born  in  Troy,  N.  Y.,  January 
II,  1S63.  His  father  was  William  H.  Cox,  a  promi- 
nent attorney  of  Albany  in  that  state.  At  the  age 
of  13  he  left  school  and  secured  a  position  in  the 
medical  laboratory  of  Tilton  &  Co.  of  New  Lebanon, 
N.  Y.  He  stayed  with  this  firm  three  years,  and  then 
went  to  New  York  City,  where  he  worked  as  elevator 
boy  in  the  New  York  Hotel  and  the  Victoria.  He 
drifted  to  Port  Jervis  and  there,  in  1882,  commenced 
his  railroad  career  as  a  machinist's  helper  in  the  New 
York,  Lake  Erie  &  Western  Railroad  Company's 
shops.  After  a  short  time  he  was  advanced  to  fire- 
man, and  for  one  year  ran  between  Port  Jervis  and 
Susquehanna,  when  he  resigned  and  came  west.  In 
1883  he  accepted  a  place  as  fireman  on  the  Chicago 
&  Atlantic,  under  Master  Mechanic  Ackley,  and  after 
three  years  of  efficient  service  was  promoted  to  en- 
gineer. For  the  past  thirteen  years  he  has  run  in  the 
freight  service,  and  since  1890  has  done  occasional 
passenger  duty.  Mr.  Cox  is  held  in  high  esteem  by 
his  brother  engineers,  and  finds  favor  in  the  estimation 
of  his  superiors  by  reason  of  his  ability  and  efficiency, 
which  they  have  frequently  complimented.  He  is  an 
mfluential  citizen  of  Huntington  and  belongs  to  B.  of 
L.  E.  Division  221:  Huntington  Lodge,  K.  of  P.,  and 
William  Hugo  Lodge  No.  166,  B.  of  L.  E.;  he  was 
Master  of  William  Hugo  Lodge  for  two  years  and  on 
the  Grievance  Committee  for  three  years.  On  Febru- 
ary 25,  1891.  he  was  married  to  Miss  Catherine  Ken- 
ower,  daughter  of  Jacob  Kenower,  a  prominent  furni- 
ture dealer  and  undertaker  of  Huntington.  They  have 
two  bright  little  children,  Florence  N.,  aged  6  years, 
now  attending  school,  and  the  baby,  Gilbert  K.,  who  is 
5  years   of  age. 


RICHARD  A.  CRAFT, 

Carbondale,   Pennsylvania. 

For    the    past    eleven    years    Richard    A.    Craft    ha? 
been   one   of  the   Erie's   most   respected   and   able   en- 


gineers. His  rise  to  the  position  was  rapid,  and  but 
demonstrates  his  fitness  to  occupy  such  an  important 
position.  The  son  of  Charles  Craft,  he  was  born  in 
Roxburg,  N.  Y.,  July  2,  1859,  and  secured  a  good 
common  school  education  by  close  application  to  his 
books  until  he  was  15  years  old.  He  then  farmed  for 
about  nine  years,  but  that  vocation  not  being  to  his 
entire  liking  he  sought  and  obtained  a  situation  in  the 
car  repair  shops  of  the  Erie.  A  year  later  he  was  ad- 
vanced to  fireman  and  for  the  ensuing  four  years  he 
did  efficient  service  in  that  capacity.  In  August,  1888, 
he  passed  his  examination  for  promotion  to  engineer 
with  a  high  grade,  and  since  that  time  he  has  run  on 
the  JefTerson  Division,  and  has  on  many  occasions 
demonstrated  that  his  promotion  was  a  good  move 
on  the  part  of  his  superiors.  His  marriage  to  Miss 
Mary  A.  Lumley,  daughter  of  Evan  Lumley  of  Sus- 
quehanna County,  Pennsylvania,  occurred  on  July 
3,  1882,  and  they  have  one  son.  David  L.,  aged  15, 
who  is  a  Western  Union  Telegraph  messenger.  Mr. 
Craft  is  affiliated  with  the  B.  of  L.  E..  Division  468. 
and  Carbondale  Lodge,  Shield  of  Honor.  Mrs.  Craft 
is  a  member  of  the  Ladies'  Auxiliary  to  B.  of  L.  E.. 
and  both  she  and  Mr.  Craft  are  prominent  factors  in 
Carbondale  society.  Mr.  Craft  owns  a  fine  house  in 
the  city,  and  is  known  to  be  a  sportsman  of  consid- 
erable prowess,  and  a  marksman  who  never  fails  to 
bring  home  an  abundance  of  game  from  his  hunting 
trips. 


DWIGHT  CRAFT. 

Carbondale,  Pennsylvania. 

Dwight  Craft,  son  of  John  Craft,  a  farmer  of  Sus- 
quehanna County,  Pennsylvania,  was  born  in  that 
county  on  July  25,  1862.  He  left  school  at  the  age  of 
r8  and  farmed  for  the  ensuing  seven  years,  entering 
the  service  of  the  Erie  in  July,  1887,  as  a  fireman.  He 
was  considered  a  remarkably  good  fireman,  and  the 
reward  of  his  merit  was  promotion  to  engineer  in 
July,  1890,  since  which  time  he  has  been  running 
freight  on  the  Jefferson  Division.  Mr.  Craft,  who  is 
a  member  of  Lodge  468,  B.  of  L.  E.,  was  married  on 
February  3,  1886,  to  Miss  Alice  Dickinson,  and  they 
have  two  children.  Mrs.  Craft  is  a  member  of  the 
Ladies  Auxiliary  to  the  B.  of  L.  E..  and  a  very 
charming  lady  who  takes  great  pride  in  her  family. 


JOHN    CRAGAN, 

Youngstown,  Ohio. 
John  Cragan  enjoys  the  distinction  of  being  referred 
to  as  one  of  the  best  freight  engineers  of  the  Mahon- 
ing Division,  and  he  comes  by  this  honor  in  a  perfectly 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


217 


RICHARD   A.    CRAFT. 


DANIEL  CREEGAN. 


218 


ERIE    RAILWAY    EDITION. 


natural  way,  his  father,  Michael  Cragan.  having 
been  a  railroad  man,  and  his  only  brother  being  now 
an  engineer  on  the  Erie.  Mr.  Cragan  was  born  in 
County  Limerick,  Ireland,  November  i,  i860,  and 
emigrated  to  this  county  with  his  father's  family  in 
1867.  They  settled  in  Youngstown,  Ohio,  where  the 
father  worked  in  the  employ  of  the  Erie  until  his 
death,  and  where  Mr.  Cragan  attended  school  until  he 
was  14  years  of  age.  He  entered  the  employ  of^a 
rolling  mill  company  at  Youngstown  on  leaving 
school,  and  for  four  years  worked  as  a  roll  hand.  In 
1878  he  left  the  rolling  mill  and  secured  a  position  as 
engine  wiper  on  the  Erie,  and  after  three  years'  serv- 
ice in  that  capacity  was  advanced  to  fireman.  The 
ensuing  five  years  were  spent  firing  freight,  and  in 
January,  1886,  he  was  promoted  to  engineer.  For  the 
past  thirteen  years  he  has  run  in  the  freight  service 
on  the  Mahoning  Division,  and  this  period  of  efficient 
service  has  been  punctuated  by  a  number  of  mishaps, 
all  of  which  were  conclusively  shown  to  be  no  fault 
of  Mr.  Cragan,  and  he  consequently  has  never  re- 
ceived a  word  of  censure  from  the  officials,  with  whom 
he  stands  in  high  esteem.  On  one  occasion,  while 
switching  in  the  Youngstown  yai^s  at  the  Pittsburg 
&  Western  crossing,  he  was  run  into  by  a  P.  &  W. 
train.  Though  both  engines  were  demolished  and 
Mr.  Cragan  was  knocked  from  the  cab,  no  one  was 
seriously  injured.  While  pulling  a  local  freight  he 
had  a  head-end  collision  with  a  Pittsburg  &  Lake 
Erie  yard  engine  at  Valley  Mill.  Both  engines  were 
badly  used  up,  but  all  hands  saved  themselves  by 
timely  jumping.  His  last  accident  was  a  head-end 
collision  at  Buchanan.  While  standing  on  the  main 
track  a  freight  on  the  Oil  City  branch  ran  into  his 
engine,  and  he  again  saved  himself  by  jumping.  June 
3,  1885,  he  was  married  to  Miss  Elizabeth  Lynch,  a 
very  pleasant  and  cultured  lady  of  Sharon,  Pa.,  who 
takes  a  great  interest  in  social  affairs  of  Youngstown, 
as  well  as  a  true  motherly  interest  in  their  bright 
family  of  five  children.  Fred,  John,  Hannah  and 
Agnes  attend  school,  while  Elizabeth,  the  baby,  is 
the  pet  of  the  household.  Mr.  Cragan  is  a  member 
of  Friendship  Lodge  No.  329,  B.  of  L.  E.,  and  owns 
several  nice  pieces  of  property  in  Youngstown.  He 
has  seen  the  town  treble  in  population,  and  is  a  valued 
resident,  having  the  respect  of  all  who  know  him. 


JAMES   E.   CRANE, 
Huntington,   Indiana. 

James  E.  Crane  was  born  in  Chester,  Mass..  July 
3,  1859.  His  father  was  George  Crane,  a  farmer  and 
veterinary  surgeon  of  Hampden  County,  Massa- 
chusetts.    The  young   man    left   school   at   the   age   of 


II  years  and  for  the  next  few  years  worked  on  his 
father's  farm.  At  the  age  of  21  he  was  elected  on 
the  Republican  ticket  of  Chester  County,  Massa- 
chusetts, as  County  Surveyor  and  Fence  Viewer,  with 
jurisdiction  over  and  power  to  settle  disputes  regard- 
ing line  fences.  He  held  this  office  about  three  years. 
In  the  spring  of  1887  he  came  west  and  began  his 
railroad  career  as  baggageman  and  freight  clerk  at 
Decatur,  Ind.  After  one  year  of  service  at  Decatur 
he  was  promoted  to  night  clerk  at  Huntington,  where 
he  remained  a  few  months,  leaving  to  accept  a  place 
as  helper  in  the  machinery  department  at  the  Hunt- 
ington shops.  Later  he  was  given  a  position  as 
brakeman  and  for  two  years  ran  between  Huntington 
and  Marion.  In  1890  he  was  offered  a  place  as  fire- 
man, and  for  the  ensuing  eight  years  he  worked  in 
that  capacity,  running  between  Marion  and  Chicago. 
As  a  fireman  he  established  a  fine  record  and  in  1898 
passed  a  creditable  examination  for  engineer  and  re- 
ceived his  promotion.  He  has  already  shown  himself 
to  be  one  of  the  coming  engineers  of  the  road  and  a 
brilliant  future  is  predicted  for  him.  He  was  married 
December  23,  1887.  to  Miss  Lizzie  L.  Darr,  daughter 
of  Payton  Darr  of  Geneva,  Ind.  Mr.  Crane  is  a 
member  of  B.  of  L.  I-".,  William  Hugo  Lodge  No. 
166  of  Huntington;  Amity  Lodge  No.  483,  F.  &  A.  M.; 
Huntington  Chapter  No.  27,  R.  A.  M.;  Huntington 
Council  No.  51,  and  Huntington  Commandery  No. 
35,  K.  T.  Mr.  Crane  is  the  owner  of  two  nice  cot- 
tages on  East  Market  street,  in  one  of  which  he  re- 
sides. He  has  in  connection  one  of  the  finest  cigar 
and  confectionery  stores  on  this  street.  Both  he  and 
Mrs.  Crane  are  highly  regarded  by  their  acquaint- 
ances and  enjoy  the  esteem  of  a  large  circle  of 
friends. 


DANIEL  CREEGAN, 

Susquehanna,  Pennsylvania. 

Daniel  Crecgan  was  born  in  Susquehanna  on 
^larch  2y,  1857,  being  the  son  of  Michael  Creegan, 
who  was  an  employe  of  the  Erie  for  many  years  prior 
to  his  death.  After  leaving  school  at  the  age  of  16, 
Mr.  Creegan  entered  the  service  of  the  Erie,  working 
three  years  as  a  brass  cleaner  in  the  Susquehanna 
roundhouse.  From  this  he  was  advanced  to  engine 
caller,  a  position  he  held  for  a  like  period.  In  1879 
he  was  assigned  to  the  duty  of  engine  wiper,  and  after 
a  short  time  was  promoted  to  boss  wiper.  He  held 
this  position  until  1886,  when  he  was  promoted  to 
fireman,  running  first  on  the  Delaware  Division  and 
later  on  the  Jefferson  Division.  In  1890  he  was  made 
an  engineer  and  placed  in  charge  of  a  freight  run  on 
the  Jefferson  Division,  and  still  continues  to  run  be- 


J 


AMERICAN    I.()COMOTI\-E    F.Xr.l  XF.ERS. 


219 


WALTER   T.    CROSBY. 


JOHN    J.    CITLL. 


220 


ERIE    RAILWAY    EDITION. 


twcen  Susciuehanna  and  Carbondale.  Mr.  Crccgan 
was  married  June  22.  1880,  to  Miss  Margaret  Casey, 
daughter  of  Simon  Casey,  an  employe  of  tlie  Erie  at 
present  working  in  the  Susquehanna  shops.  They 
have  a  charming  family  of  five  children,  of  whom 
Lilly,  aged  18;  Grace,  15;  Frank,  15;  and  Veronica,  11, 
are  attending  the  Laurel  Hill  Academy;  while  Irene, 
aged  7,  and  Sibyl,  5,  are  at  home.  Mrs.  Creegan  is 
a  member  of  the  C.  L.  B.  A.,  and  at  present  is  Col- 
lector for  this  order.  Mr.  Creegan  is  a  prominent 
member  of  Lodge  No.  208,  B.  of  L.  F.,  having  been 
Secretary  of  this  Lodge  for  the  past  eight  years.  He 
IS  a  competent  engineer,  and  enjoys  the  good  will  of 
his  many  associates  and  acquaintances.  1 


WALTER  T.  CROSBY, 

Bradford,  Pennsylvania. 

Walter  T.  Crosby  is  a  native  of  New  York  state, 
liaving  been  born  in  Cuba,  Allegheny  County,  that 
state,  April  13,  1864.  He  attended  school  at  Cuba  until 
he  was  13  years  of  age,  when  he  was  obliged  to  go  out 
into  the  world  and  take  care  of  himself,  his  father, 
John  T.  Crosby,  having  lost  everything  in  business. 
He  worked  two  years  on  a  farm  and  at  the  age  of  15 
years  went  to  Appleton  City,  St.  Clair  County,  Mo., 
to  work  on  a  stock  farm,  having  almost  entire  charge 
of  stock  and  men.  Here  he  attended  school  one  win- 
ter, and  after  a  stay  of  over  a  year  returned  to  Cuba 
and  a  little  later  entered  the  employ  of  Jones,  Dodge 
&  Co.,  general  merchandise  store  at  Shingle  House, 
Potter  County,  Pennsylvania.  He  remamed  with  this 
firm  one  year  and  a  half,  and  in  December,  1882,  en- 
tered the  employ  of  the  New  York,  Lake  Erie  & 
Western  Railroad,  at  Cuba,  as  pumper  in  the  water 
station.  He  held  this  place  until  November,  1886, 
when  he  was  advanced  to  fireman  on  the  road.  For 
a  year  and  six  months  he  fired  on  the  Allegheny  Di- 
vision. On  the  morning  of  May  16,  1888,  train  96, 
engine  396,  Engineer  B.  Woolever,  whom  he  was  firing 
for  at  the  time,  had  a  collision  with  train  83,  at  Hins- 
dale. N.  Y.  Both  engines  were  nearly  demolished, 
with  a  number  of  cars,  but  no  one  was  hurt  to  any 
serious  extent.  After  an  absence  of  a  few  days,  on 
his  return  to  work,  he  was  transferred  to  the  Brad- 
ford branch  that  was  being  set  ofif  as  the  Bradford  Di- 
vision. Here  he  continued  to  fire  until  he  was  pro- 
moted to  engineer.  October  21.  1888.  Since  then  he 
has  run  in  the  freight  service  on  the  Bradford  Di- 
vision, and  by  strict  attention  to  business  and  gen- 
eral efficient  work  he  has  come  to  be  regarded  as  one 
of  the  most  reliable  engineers  on  the  division.  On 
April    13,    1884,    he    was   united   in   marriage    to    Miss 


Fanny  Deremer.  daughter  of  Abram  Deremer,  a 
prominent  citizen  of  East  Sharon,  Potter  County, 
Pennsylvania,  and  they  have  an  interesting  family  of 
six  children,  two  boys  and  four  girls.  Mr.  Crosby  is 
a  member  of  B.  of  L.  E.  Division  280,  and  is  promi- 
nent in  Knights  of  Pythias  circles,  having  been  at  one 
time  Chancellor  Commander  of  Tuna  Valley  Lodge 
No.  453.  He  has  a  very  pleasant  home  at  4  Cottage 
Row,  and  is  considered  one  of  Bradford's  most  worthy 
citizens. 


IRWIN  H.  CROSSMAN, 

Buffalo,  New  York. 

Whenever  our  venerable  Uncle  Sam  gets  into  trou- 
ble, all  he  has  to  do  is  to  say,  "Come  on,  boys!"  and 
a  host  gathers  about  him  to  fight  his  battles.  In  April 
of  1861  Irwin  H.  Crossman  .was  one  of  the  first  to 
answer  the  call,  having  enlisted  in  Company  D,  14th 
New  York  Volunteers,  and  in  a  very  short  time 
afterward  was  busily  engaged  in  shooting  holes 
through  Johnny  Rebs  and  dodging  bullets  between 
times.  Mr.  Crossman  was  in  several  important  bat- 
tles and  participated  in  the  seven  days'  fight  in  front 
of  Richmond.  Here  he  was  wounded  badly,  being 
shot  in  five  different  places.  He  was  sent  to  the  hos- 
pital at  Washington,  and  after  a  severe  struggle  of 
three  months  recovered  and  pluckily  returned  to  his 
regiment,  with  which  he  served  until  the  end  of  his 
term  of  enlistment,  1863.  Mr.  Crossman  is  the  son 
of  Amos  Crossman,  a  farmer  of  Genesee  County, 
New  York,  where  he  was  born  .\pril  11,  1840.  He 
attended  school  until  he  was  18  years  of  age,  and 
then  farmed  until  the  time  of  his  enlistment.  On  re- 
turning home  from  the  war  in  1863  he  worked  for 
some  time  on  grading  the  New  York,  Pennsylvania 
&  Ohio,  between  Meadville  and  Oil  City,  and  then 
went  back  to  farming.  In  1870  he  secured  a  position 
as  brakeman  on  the  Buffalo  Division  of  the  Erie, 
and  a  year  later  was  advanced  to  fireman,  in  which 
capacity  he  served  four  years,  being  promoted  with 
credit  to  engineer  in  December,  1875.  For  the  en- 
suing six  years  he  ran  in  the  freight  service  between 
Hornellsville  and  Buiifalo,  accepting  a  switch  engine 
in  the  Bufifalo  yards  in  1881,  which  has  been  his  run 
ever  since.  Mr.  Crossman  was  married  in  1864  to 
Miss  Kittle  Coan,  who  died  in  1874,  and  was  interred 
at  Batavia,  N.  Y.  On  June  7,  1876,  he  was  united 
in  marriage  to  Miss  Etta  Barker,  daughter  of  Isaac 
Barker,  and  engineer  on  the  Lake  Shore  &  Michigan 
Southern,  running  out  of  Buffalo.  They  have  two 
children,  Frank,  aged  22,  assistant  engineer  on  a 
steaiuboat  running  on  the  Great  Lakes,  and  George, 
aged  18,  a  clerk  in  a  hardware  store.     Mr.  Crossman 


AMERICAN    LOCO^rOTIVE    ENGINEERS. 


221 


belongs  to  Lodge  No.  241,  B.  of  L.  F. ;  B.  of  L.  E.. 
No.  15:  I.  O.  O.  P..  No.  438,  all  of  Buffalo,  and 
Lodge  No.  475.  F.  &  A.  M..  of  Batavia.  His  wife  is 
a  member  of  tlie  Auxiliary  to  the  B.  of  L.  F.  Mr. 
Grossman  is  one  of  the  Erie's  most  reliable  and  trust- 
worthy engineers,  and  stands  high  in  the  estimation 
of  all.  He  owns  a  fine  residence  on  Swan  street,  and 
is  one  of  the  city's  best  citizens. 


ALBERT  D,  CROW, 
Huntington,    Indiana. 

Albert  D.  Crow  was  born  in  Neptune,  Mercer 
County,  Ohio,  on  April  7,  1861,  being  the  son  of 
Joseph  Crow,  a  native  of  Wheeling,  W.  Va.  Mr. 
Crow  worked  at  various  things  prior  to  1883,  and  in 
September  of  that  year  he  secured  a  place  as  engine 
watcliman  on  the  Cliicago  &  Atlantic.  In  1885  he 
was  advanced  to  fireman,  and  proved  such  a  capable 
workman  that  he  was  promoted  to  engineer  on  De- 
cember 13,  1888.  His  promotion  occurred  during  a 
rush  of  business,  and  when  things  slacked  up  he  was 
returned  to  fireman,  being  again  promoted  on  Sep- 
tember 17,  1890,  since  which  time  he  has  run  in  the 
freight  service  on  the  Lima  Division.  Mr.  Crow  was 
married  August  2,  1899,  to  Miss  Henrietta  Schocnell, 
daughter  of  Frederick  Schoenell  of  Huntington.  Mr. 
Crow  is  a  member  of  the  B.  of  L.  E.,  B.  of  L.  F.  and 
the  Masons.  He  is  a  fine  man  personally  and  stands 
high  as  an  engineer. 


GEORGE  B.   CRUMB, 

Gabon,   Oliio. 

In  July,  1853.  George  B.  Cruuil)  was  born  in  Card- 
ington.  Morrow  County,  Ohio.  His  father,  Stephen 
Crumb,  was  a  canal  boat  owner  and  later  a  hotel 
keeper  in  Delaware  County,  Oliio.  Mr.  Crumb  se- 
cured a  splendid  common  school  education,  having 
attended  the  public  schools  of  Cardington  until  he 
was  19  years  of  age.  After  leaving  school  he  worked 
three  years  at  the  cabinetmaker's  trade,  also,  for  four 
years,  clerked  in  a  dry  goods  establishment  in  his 
home  town,  when  he  went  to  Alliance,  Ohio,  and  for 
eighteen  months  was  a  painter  in  the  Morgan,  Will- 
iams &  Co.  steam  and  trip-hammer  plant.  After 
leaving  Alliance  he  went  to  Cleveland,  Ohio,  where 
he  worked  for  two  years  on  the  Euclid  and  Prospect 
lines  as  a  street  car  conductor,  when  cable  and  electric 
cars  were  yet  a  thing  of  the  future.  After  leaving 
Cleveland  he  went  to  Gabon,  Ohio,  where,  in  Decem- 
ber,  1883.  he  secured  employment  on  the  New  York, 


Pennsylvania  &  Ohio  Railroad  as  fireman.  He  fired 
two  years  and  six  months  on  freight  and  three  years 
on  passenger,  and  in  the  fall  of  1889  was  promoted 
to  engineer.  The  ten  years  he  has  been  in  the  freight 
service  has  demonstrated  that  the  company  has  se- 
cured the  services  of  a  trustworthy  and  efficient  en- 
gineer. He  has  not  had  a  collision  since  his  promo- 
tion, and  has  received  no  personal  injury  during  his 
railroad  career.  He  has  many  letters  attesting  liis 
high  standing  in  the  oflicials'  estimation,  and  approv- 
ing his  management  of  the  through  freight  runs 
known  as  the  "chain  gang."  In  October,  1875,  he 
was  united  in  marriage  to  Miss  Lamonia  Rose  Burt, 
daughter  of  E.  Burt,  a  jeweler  of  Cardington,  Ohio. 
Two  children  have  been  born  to  them;  W.  Burt,  aged 
22,  a  graduate  of  the  Gabon  High  School,  and  is  now 
attending  the  Gallon  Business  College:  Hays,  aged  12, 
is  now  attending  school  in  Gabon.  Mr.  Crumb  is  a 
member  of  B.  of  L.  E.,  Division  16.  He  owns  fine 
residence  property  in  Gabon,  and  is  a  highly  respected 
citizen  of  that  citv. 


JOHN  J.   CULL. 

Huntington.   Indiana. 

An  engineer  of  prominence  and  influence  is  John 
J.  Cull,  who  was  born  in  Fort  Wayne,  Ind.,  February 
iS,  1833.  His  father  was  Cornelius  Cull,  a  railroad 
man  employed  in  the  bridge  building  department  of 
the  Pittsburg.  Fort  Wayne  &  Chicago.  Mr.  Cull  at- 
tended school  until  he  was  17  years  of  age,  securing 
a  good  common  school  education.  After  leaving 
school  he  worked  a  short  time  in  a  foundry  as  a 
molder,  and  then  entered  the  employ  of  the  Pitts- 
burg, Fort  Wayne  &  Chicago  as  a  brakeman.  In 
October,  1872,  he  was  promoted  to  fireman,  and  for 
four  years  fired  freight  between  Fort  Wayne  and 
Crestline,  Ohio.  In  October,  1876,  he  was  promoted 
to  engineer,  and  for  three  years  continued  in  that 
capacity  in  the  freight  service,  when  he  resigned  and 
accepted  a  position  on  the  Chicago,  Milwaukee  &  St. 
Paul,  running  freight  between  Chicago  and  Sa- 
vanna, III.  He  remained  with  this  road  but  a  short 
time,  returning  to  the  P.,  Ft.  W.  &  C,  where  he 
worked  until  1883,  when  he  was  offered  a  position  on 
the  Erie  by  Master  Mechanic  Ackley,  and  resigned  to 
accept  it.  For  a  short  time  he  ran  a  construction 
train  and  was  then  promoted  to  a  freight  run.  For 
the  past  five  years  he  has  run  the  fast  Nos.  3  and  12, 
between  Marion  and  Huntington,  and  his  handling 
of  these  important  trains  shows  him  to  be  an  engineer 
of  the  very  highest  merit.  The  oflicials  of  the  corn- 
pany  hold  him  in  high  esteem  and  have  often  compli- 
mented   him    on    his    efticient    work.      Willi    his   fellow 


222 


ERIE    RAIL\V.\^•    ICDITION. 


employes  lie  enjoys  terms  of  cordial  relations,  making 
friends  of  all  whom  he  meets.  On  November  14. 
1883,  he  was  m.irried  to  Miss  L.  F.  Hurlbert,  daugh- 
ter of  Homer  Hurlbert.  a  merchant  of  Madrid,  Spain, 
and  Louisville,  Ky.  They  have  an  interesting  family 
of  four  children,  all  of  whom  are  attending  public 
school.  Mamie  E.  is  14  years  of  age;  Frank  J.,  12; 
Freddie  C.  10.  and  Conny,  6.  Mrs.  Cull  is  a  charter 
member  of  the  Ladies'  Auxiliary  of  B.  of  L.  E..  and 
is  loved  by  all  her  associates.  Mr.  Cull,  in  18SS.  re- 
ceived the  Democratic  nomination  for  Sheriff  of 
Huntington  County.  He  is  a  member  of  B.  of  L.  E., 
Division  221,  and  has  been  Chief  of  this  Division  two 
terms.  He  owns  a  fine  cottage  residence  on  East 
State  street,  and  is  a  prominent  and  influential  citizen 
of  Huntington. 


FRANK  W.  CUMMINGS, 

Mcad\ille.  Pennsylvania. 

(Deceased.) 

Frank  \V.  Cunimings  came  to  Portland,  Maine,  in 
an  old  lumber  wagon  when  4  years  old  with  his  pa- 
rents. At  the  age  of  18  he  was  Master  Mechanic  for 
the  Grand  Trunk  Railroad  at  Portland.  The  shops, 
stations,  roundhouse  and  other  railroad  buildings  of 
the  Grand  Trunk  that  stand  in  Portland  today  were 
built  under  his  directions.  Mr.  Cummings  went  to 
Meadville  in  1863  and  assumed  the  duties  of  Master 
Mechanic  on  the  Atlantic  &  Great  Western  from 
Salamanca  to  Dayton,  Ohio,  and  all  the  branches  of 
the  western  end  of  the  road.  On  leaving  the  employ 
of  the  Erie  he  went  as  a  traveling  man  and  repre- 
sented seven  different  firms  on  the  road,  selling  ma- 
chinery and  railroad  supplies.  His  field  of  operations 
M'ere  unlimited,  and  he  made  sales  in  all  parts  of  the 
United  States  and  Canada.  His  death  occurred  in 
Philadelphia  on  January  11,  1885,  the  result  of  pneu- 
monia, he  having  taken  sick  on  a  train  while  returning 
from  one  of  his  trips.  Mr.  Cummings  was  a  highly 
respected  man,  and  his  death  caused  a  general  feeling 
of  regret  in  and  about  Meadville,  where  he  was  best 
known.  In  the  building  of  locomotives  and  cars.  Mr. 
Cummings  was  considered  one  of  the  best  authorities 
in   the   United   States. 


HANNIBAL  CUMMINGS. 

Meadville,  Pennsylvania. 

In  Hannibal  Cummings  the  Erie  has  not  only  an 
engineer  of  the  highest  type  of  efficiency,  but  a  man 
who  is  a  representative  of  the  best  element  of  Mead- 
ville's   citizens.     He   owns  fine   property  and   his   per- 


sonal interests  are  wrapped  up  in  the  welfare  of  the 
city.  So  highly  is  he  esteemed  in  the  city  of  his 
choice  that  he  has  been  a  member  of  the  Board  of 
Education,  and  is  now  a  member  of  the  City  Council, 
representing  the  Fourth  Ward.  He  was  born  in  Ox- 
lord  County,  Maine,  April  20.  1846.  and  at  the  age 
of  14  left  school  to  enter  upon  his  railroad  career.  His 
father,  Hiram  T.  Cummings.  was  an  engineer  on  the 
Grand  Trunk  at  Gorham,  N.  H.,  and  at  the  same 
place  the  young  man  was  employed  as  a  water  boy  on 
a  wood  train.  In  1862  he  was  promoted  to  fireman 
on  the  same  road,  and  after  three  years  he  w^nt  to 
work  in  the  shops  and  running  extra  on  the  road.  In 
November,  1867.  he  went  to  Meadville  and  was  em- 
ployed by  the  Atlantic  &  Great  Western  as  fireman, 
but  in  a  short  time  was  advanced  to  hostler.  He  was 
promoted  to  engineer  in  May,  187a,  since  which  time 
he  has  gradually  been  advanced  in  the  importance  of 
his  runs  until  now  he  has  a  regular  run  on  trains  Nos. 
12  and  5,  the  New  York  Express  and  Vestibule,  re- 
spectively. Mr.  Cummings  has  only  been  slightly  in- 
jured in  all  his  railroad  experience,  although  in  i8go 
he  was  in  a  serious  wreck  near  Jamestown.  He  was 
pulling  train  No.  4  and  was  met  by  a  heavy  freight, 
and  as  a  result  several  were  killed  and  many  badly  in- 
jured. Except  in  this  accident  Mr.  Cummings  has 
never  injured  a  man  on  his  train.  He  was  married 
in  October,  1869.  to  Miss  Margaret  S.  Lorkin  of 
Meadville,  and  they  have  four  children,  who  are  now 
grown  up.  Mr.  Cummings  is  a  member  of  Crawford 
Lodge  No.  164,  K.  of  P.,  and  B.  of  L.  E.,  Division 
143,  in  the  affairs  of  which  he  takes  considerable  in- 
terest. Mr.  Cummings  holds  the  copyrights  of  and 
has  published  time  books  for  men  in  train  service 
working  on  the  trip  and  overtime  and  mileage  and 
overtime   basis. 


PETER    CURRAN, 

Sus(|uc]ianna.   Pennsylvania. 

(Deceased.) 

One  of  the  most  popular  as  well  as  one  of  the  best 
Master  Mechanics  ever  in  the  employ  of  the  Erie 
was  Peter  Curran.  who  died  March  26,  1895.  He  was 
born  in  Brooklyn,  N.  Y.,  in  1836,  and  his  father  dying 
when  he  was  3  weeks  old,  his  mother  removed  to 
Paterson,  N.  J.  At  the  age  of  15  he  was  apprenticed 
to  Danforth  &  Cooke  to  learn  the  machinist's  trade, 
and  in  1856  went  to  Susquehanna  to  take  a  position 
with  the  Erie,  being  then  continuously  in  their  employ 
until  his  death.  When  the  new  shops  were  com- 
pleted he  took  a  forcnianship.  which  he  retained  until 
1S88,  wlien  hi'^  ability  won  him  promotion  to  Master 
Mechanic,   benig  located  at   Bradford.   Pa.     He  alter- 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


223 


HANNIBAL    Cl'MWrNGS. 


Alui'HiiiALii  1  ri;ui;v. 


224 


ERIE    RAILWAY    EDITION. 


nated  between  tliat  p'.ace  and  Salamanca  until  a  change 
in  the  management  occtirred,  he  then  being  sent  to 
Susquehanna.  When  he  left  Salamanca  the  engineers 
and  firemen  presented  him  an  elegant  silver  tea  set 
as  a  mark  of  their  esteem.  While  located  at  Brad- 
ford he  invented  and  had  patented  a  wheel  gauge, 
known  as  the  Curran  locomotive  and  car  wheel 
gauge,  which  has  been  adopted  by  and  is  used  by 
several  large  railroad  systems.  He  was  one  of  the 
most  skillful  mechanics  the  Erie  has  ever  had,  and 
his  loss  was  keenly  felt.  He  was  a  good  citizen,  a 
loving  husband  and  kind  father — in  short,  a  man 
whose  life  is  well  worth  copying  by  any  young  man. 
He  was  a  member  of  Canewacta  Lodge,  F.  &  A.  M., 
and  was  highly  respected  by  his  fellow  members. 


WILLIAM  H.  CURR-\N, 


Chi, 


Illinois. 


William  H.  Curran  is  the  son  of  Thomas  Curran,  an 
engineer  on  the  Chicago,  Milwaukee  &  St.  Paul,  and 
was  born  in  the  city  of  Chicago,  on  December  15, 
1863.  He  received  a  fine  education,  having  attended 
school  until  he  was  20  years  of  age,  and  then  went  to 
work  for  the  Union  Brass  Foundry  and  Machine 
Company.  He  remained  in  this  place  for  two  years 
and  a  half  and  then  began  railroading,  having  secured 
a  position  as  fireman  on  the  Erie.  He  fired  in  and 
about  the  Chicago  yards  until  1887,  wdien  he  was  pro- 
moted to  engineer,  and  has  since  run  a  switch  en- 
gine at  Chicago.  Mr.  Curran  was  married  August  13, 
1883,  to  Miss  Louisa  Catherine  Berge,  daughter  of 
Henry  Berge  of  Chicago,  and  they  have  five  children, 
Charles,  James,  William,  Lulu  and  Jeanette.  Mr. 
Curran  is  a  member  of  Lodge  302,  B.  of  L.  E..  and 
holds  a  subordinate  office.  He  is  also  a  member  of  the 
Royal  Arcanum,  and  owns  a  fine  cottage  at  5231 
Union  avenue.  Mrs.  Curran  belongs  to  the  Ladies 
of  the   Maccabees. 


ARCHIBALD   CURREY, 

Bloomfickl.  New  Jersey. 

Archibald  Currey,  the  subject  of  this  sketch,  was 
born  on  the  6th  of  December,  1867,  and  the  place  of 
his  birth  was  in  Sullivan  County,  New  York.  Up  to 
the  age  of  18  he  attended  school,  but  for  the  last  two 
years  of  that  time  he  drove  the  mail  route  between 
Ellenville  and  Grangcville  six  times  a  week,  making 
thirty-four   miles   daily.     At   the   age   of   18  the   spirit 


of  ad\cnture  which  so  often  attacks  the  young  .\meri- 
can  took  possession  of  him,  and  he  went  west,  going 
at  once  to  Routt  County,  Colorado,  one  of  the  wildest 
and  most  inaccessible  parts  of  the  Rocky  mountain 
region,  the  nearest  railroad  point  being  Rawlins, 
Wyo,,  seventy-five  miles  away  to  the  north.  Here 
he  remained  until  1887,  being  continuously  employed 
on  a  horse  ranch.  He  does  not  claim  to  be  a  cowboy, 
but  he  knows  the  wild  life  of  that  region  thoroughly. 
Returning  east  in  1887,  he  went  to  work  for  the  Erie 
as  a  brakeman  on  December  11  of  that  year,  being 
made  baggageman  in  1888,  a  position  he  kept  until 
1891,  when  he  went  to  work  as  a  fireman  for  A.  Dit- 
tig,  with  whom  he  remained  for  about  three  months, 
afterward  being  fireman  successively  for  William 
Brown,  Thomas  Duiify,  A.  Whitnour,  J.  Goode,  Dan. 
O.  Driscoll  (with  whom  he  remained  for  over  four 
years),  John  Quilter,  Fred  Stone  and  Ira  Garrison. 
This  brings  his  record  up  to  March,  1897,  at  which 
time  he  was  promoted  to  engineer,  being  recom- 
mended for  that  position  by  Dan.  Driscoll.  At  pres- 
ent he  is  running  extras  on  the  Greenwood  Lake  Di- 
vision. While  he  was  a  brakeman  he  was  a  member 
of  the  Newark  Lodge,  Brotherhood  of  Railroad  Train- 
men, and  while  a  fireman  was  a  member  of  Division 
No.  3  of  the  Brotherhood  of  Locomotive  Firemen, 
and  he  will  within  a  few  weeks  become  a  member  of 
the  Brotherhood  of  Locomotive  Engineers.  Mr. 
Currey  is  also  a  member  of  Olive  Branch  Lodge  No. 
51,  I.  O.  O.  F.,  of  Bloomfield,  N.  J.  One  very  re- 
markable thing — one  of  the  miracles  of  wdiich  the  en- 
gineer's life  furnishes  so  many  examples — happened 
to  Mr.  Currey  a  little  over  a  year  ago.  while  going 
up  the  road  with  a  light  engine.  His  injector  failing 
to  work  he  leaned  out  of  the  window  to  look  down 
just  as  the  engine  was  crossing  a  bridge,  which  was 
undergoing  repairs  at  the  time.  The  bridge  carpen- 
ters had  left  a  brace  standing  inside  the  framework 
of  the  bridge  and  Mr.  Currey's  head  struck  this,  tear- 
ing the  top  of  his  head  almost  off.  In  spite  of  this 
he  was  at  his  post  again  in  si-x  weeks — truly  a  won- 
derful experience.  Aside  from  this  he  has  never  been 
hurt,  nor  has  he  ever  injured  any  one.  Mr.  Currey 
was  married  December  8,  1897,  at  Bloomfield,  to  Miss 
Martha  S.  Quinby.  Lie  likes  politics,  and  should 
make  a  good  politician,  as  he  is  an  easy  talker  and 
knbws  what  he  is  talking  about.  In  personal  appear- 
ance he  is  one  of  the  "sons  of  Anak,"  being  over  six 
feet  in  his  stockings  and  weighing  well  over  200 
pounds,  most  of  which  is  good,  hard  bone  and 
muscle.  It  is  men  of  his  stamp  who  build  up  the 
great  railroads,  men  whose  interest  in  their  work  is 
always  keen,  and  who  keep  pace  with  the  times,  both 
as  engineers  and  as  citizens. 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


225 


JOHN  J.  CURRIER, 

Binglianiton.    New   York. 

John  J.  Currier  was  born  in  Cuba,  N.  Y.,  on  Feb- 
ruary 24,  1850,  just  a  short  time  Ijefore  the  Erie  began 
running  trains  to  that  city.  Mr.  Currier's  father  was 
Amos  B.  Currier,  a  blacksmith,  and  as  soon  as  the 
young  man  was  old  enough  he  became  an  employe 
of  the  Erie,  having  secured  a  position  as  fireman 
when  he  was  but  15  years  of  age.  He  fired  between 
Susquehanna  and  Hornellsville  until  October,  1872, 
when,  despite  his  youth,  he  was  advanced  to  the  re- 
sponsible position  of  engineer  wholly  on  his  merits. 
He  ran  extra  in  the  freight  service  until  April,  1873, 
and  then  was  placed  on  construction  train,  which  run 
he  held  for  three  years.  He  then  went  back  to  the 
freight  service  and  continued  until  1884,  when  he  was 
transferred  to  Binghamton,  and  has  since  run  a  day 
switch  engine  in  the  yards  at  that  place  Mr.  Currier 
was  married  in  1876  to  Miss  Dora  A.  Horn,  daughter 
of  Oliver  Horn,  a  manufacturer  of  machinery  of  Ad- 
dison, N.  Y.  They  have  no  children  and  reside  in 
their  own  pleasant  home,  surrounded  by  a  wide  circle 
of  friends  and  acquaintances.  J\lr.  Currier  is  a  mem- 
ber of  Division  No.  47,  B.  of  L.  E.,  of  Hornellsville, 
and  Parlor  City  Lodge,   I.  O.  O.   F.,  of  Binghamton. 


and  let  her  over  on  her  right  side.  Mr.  Curtis  saw 
what  was  happening  and  fortunately  made  his 
escape.  In  June,  1896,  he  ran  into  a  wrecked  train 
between  Goshen  and  Chester,  and  as  a  result  about 
fifty  cars  in  both  trains  were  wrecked  and  Mr.  Curtis' 
engine,  the  290,  demolished.  Mr.  Curtis  did  not  re- 
ceive a  scratch,  though  his  fireman,  Thomas  Murray, 
was  badly  hurt.  Mr.  Curtis  is  a  liighly  competent 
engineer  and  is  widely  respected. 


JAMES  W.   DALEY, 

Youngstown,   Ohio. 

Born  in  Canada,  James  W,  Daley's  first  employ- 
ment on  a  railroad  was  that  of  a  laborer  in  the  At- 
lantic &  Great  Western  y.ird  at  Youngstown.  From 
that  he  was  advanced  to  engine  wiper,  and  in  May, 
1870,  began  to  fire,  being  promoted  to  engineer  April 
■5.  1873.  After  running  on  the  road  two  years  he 
was  given  a  switch  engine  in  the  Youngstown  yard, 
and  has  had  the  same  for  the  past  twenty-three  years. 
?\Ir.  Daley  was  married  May  5,  7862,  to  Miss  Mary 
Armstrong  of  Canada,  and  they  have  nine  children. 
One  of  his  sons,  Michael,  is  an  Eric  engineer,  having 
been  promoted  in  1897. 


MATTHEW   J.    CURTIS. 

Matamoras,    Pennsylvania. 

Matthew  J.  Curtis  was  born  in  Ireland,  June  8.  1861. 
and  came  to  this  country  with  his  parents  while  quite 
young.  He  attended  school  until  he  was  12  years  of 
age,  and  then  went  to  work  in  a  glass  factory.  He 
was  a  helper  and  apprentice  at  first,  but  soon  worked 
his  way  up.  Being  compelled  to  quit  the  business  on 
account  of  his  health,  he  entered  the  service  of  the 
Erie,  first  as  a  water  boy  on  the  tracks.  Two  years 
later,  in  1879,  he  secured  a  place  as  brakeman,  holding 
it  for  four  years,  becoming  a  fireman  in  January, 
1883.  In  i888  he  was  promoted  to  engineer  and  after 
running  five  years  he  was  examined  and  admitted  to 
the  passenger  department.  At  present  he  runs  regu- 
larly on  freight  and  does  extra  passenger  duty.  Mr. 
Curtis  was  married  to  Miss  Alice  McLaughlin,  and 
to  them  eight  children  have  been  born,  five  of  whom 
survive.  The  element  of  danger  has  always  been  close 
to  Mr.  Curtis,  and  he  has  had  several  close  calls  dur- 
ing his  railroad  career.  On  one  occasion,  wdiile  he 
was  firing  engine  527,  a  wreck  occurred  and  his  en- 
gine was  burned  up.  In  i88g,  while  he  was  making 
up  his  train  outside  of  Jersey  City,  the  muggy  earth 
gave   way   under   the   weight   of   his   engine.    No.   903, 


MICHAEL   J.    D.VLEY, 

Youngstown,  Ohio. 

Michael  J.  Daley,  one  of  the  recently  promoted  Erie 
engineers  at  Youngstown,  began  his  railroad  career 
as  a  fireman  on  the  Erie,  August  S,  1886.  He  served 
efficiently  in  that  capacity  until  April,  1897,  when  he 
was  rewarded  by  promotion  to  engineer.  He  was  im- 
mediately given  a  switch  engine  in  the  Youngstown 
yards,  where  he  has  been  running  ever  since,  his  work 
meeting  with  high  approval  with  his  superiors  and 
gratifying  his  many  friends,  who  predict  that  he  will 
one  day  be  one  of  the  best  and  most  capable  runners 
on  the  division. 


JOSEPH  M.  DANDO, 

Dayton.    Ohio. 

The  musical  click  made  by  the  rapidly  revolving 
car  wheels  upon  the  rails  has  sounded  in  Joseph  M. 
Dando's  ears  since  1858.  At  an  age  when  most  boys 
are  at  school  Mr.  Dando  was  familiar  with  railroad 
life  and  its  fascinations  had  determined  him  to  make  it 
his  life  work.  He  was  born  in  Cleveland.  Ohio.  Au- 
gust .},    1846.   and   his  father   was  Joseph    M.    Dando,   a 


226 


ERIE    RAILWAY    EDITION. 


shoemaker  of  that  city.  At  the  age  of  12  he  secured 
a  position  as  newsboy  on  the  Cleveland  &  Pittsburg 
Railroad,  which  he  held  three  years.  During  that  time 
he  assumed  the  duties  of  conductor  on  a  Woodruff 
sleeping  car  for  a  short  time  while  the  regular  con- 
ductor was  ill.  This  was  the  first  sleeping  car  in- 
vented and  run  in  the  United  States.  In  1861  he  went 
to  work  in  the  machine  shops  of  the  C.  &  P.  at  Cleve- 
land, remaining  there  for  about  nine  months,  when 
he  was  given  a  position  as  fireman.  For  two  years 
he  was  with  Oliver  Mann,  who  is  still  running  on  the 
C.  &  P.,  and  then  he  went  as  fireman  on  a  construc- 
tion train  on  the  Atlantic  &  Great  Western,  for  A. 
W.  Ball,  who  is  now  a  Master  Mechanic  at  Gallon. 
In  1864  he  was  made  night  hostler  at  Meadville,  Pa., 
and  two  months  later  he  was  promoted  to  engineer. 
For  a  5'ear  he  ran  between  Meadville  and  Salamanca, 
and  Meadville  and  Akron.  In  1865  he  went  to  Gabon 
to  work  in  the  Fourth  Division,  running  local  freight 
for  one  year,  then  construction  train  at  Mansfield 
and  Richwood,  and  then  back  to  local  again,  running 
between  Gallon  and  Dayton.  In  1870  he  was  given  a 
regular  passenger  train,  which  he  has  run  ever  since, 
excepting  in  1881,  when  he  was  given  a  leave  of  ab- 
sence and  conducted  a  roller  skating  rink  in  Kansas 
City  and  St.  Joe,  Mo.,  for  about  eight  months.  At 
present  he  is  running  trains  No.  16  and  3  on  the  Cin- 
cinnati Division,  and  there  is  no  engineer  in  the  em- 
ploy of  the  Erie  who  has  a  clearer  record  or  who 
stands  higher  in  the  estimation  of  the  company.  ]\Ir. 
Dando  was  in  a  serious  collision  August  3,  1894,  on 
train  No.  12,  running  into  some  cars  on  the  main 
track  at  Urbana,  Ohio.  The  engine  was  turned  over 
and  was  a  complete  wreck,  Mr.  Dando  being  injured 
so  severely  that  he  was  laid  up  for  eight  months.  In 
1883  he  made  the  run  from  Dayton  to  Gabon,  a  dis- 
tance of  105  miles  in  ninety-nine  minutes.  He  was 
pulling  Tony  Pastor's  theatrical  troupe,  who  were 
billed  for  a  matinee  performance  in  Pittsburg,  and 
were  behind  in  getting  started.  In  1885  he  made  the 
run  from  Gabon  to  Dayton  in  eighty-nine  minutes, 
which  time  has  never  been  equaled.  He  was  in  the 
flood  at  Dayton  in  1876  and  had  to  climb  upon  the 
top  of  his  engine  cab  and  wait  for  a  raft  to  be  sent  to 
take  him  off.  Mr.  Dando  was  a  charter  member  of  the 
Brotherhood  of  the  Footboard,  which  is  now  the 
B.  of  L.  E.  He  also  belongs  to  the  Smizers  of  Day- 
ton, a  local  beneficiary  organization  whose  member- 
ship is  limited  to  seventeen;  he  was  Vice-President  of 
this  order  last  year,  of  which  "good  fellowship"  is 
the  password.  Mr.  Dando  is  well  liked  by  all  who 
know  him,  and  is  proud  of  the  fact  that  he  has  never 
been  sick  a  day  in  his  life.  In  May,  1868,  he  was 
married  to  Miss  Jennie  Harmon,  daughter  of  Daniel 
Harmon,  who  used  to  run  the  'bus  line  at  Mansfield, 


but  who  sold  out  in  1868  and  moved  to  Fort  Wayne. 
Ind.,  where  he  ran  the  Harmon  House.  Five  children 
were  born  to  them,  Arthur  P.,  aged  30,  was  educated 
in  Dayton,  and  is  now  a  jeweler  in  Milwaukee;  Edna 
Rose,  aged  23,  is  married  to  William  Schmidt,  a 
jeweler  in  Milwaukee;  Earl  M.  died  at  the  age  of  6 
months;  Daniel  Harmon,  aged  23,  was  educated  in 
Dayton,  and  now  lives  in  Springfield,  Ohio;  William 
M..  aged  22,  graduate  of  Dayton  High  School,  is 
employed  by  the  National  Cash  Register  Company  of 
Davton. 


ISAAC   NEWTON    DARR, 

Huntington,   Indiana. 

Isaac  Newton  Darr's  father  was  Reuben  Darr,  a 
prominent  farmer  of  Rochester,  Indiana,  and  the  sub- 
ject of  this  sketch  was  born  October  12,  1867,  in  Green- 
ville, Darke  County,  Ohio.  He  attended  school  and 
worked  on  his  farther's  farm  until  he  was  16  years 
of  age.  when,  having  no  desire  to  follow  farm  life, 
started  out  for  himself.  He  secured  a  place  with  a 
construction  crew  and  surveying  outfit  on  the  Erie 
road,  with  whom  he  remained  one  year,  returning 
home  to  help  on  the  farm.  He  stayed  on  the  farm  two 
years  and  then  went  back  to  the  employ  of  the  Erie, 
working  with  a  fencing  crew  for  about  four  months, 
when  Master  Mechanic  Joehan  advanced  him  to  fire- 
man. For  three  years  he  ran  on  freight,  and  was 
then  given  a  passenger  run.  on  w-bich  he  remained  for 
seven  years,  receiving  his  promotion  to  engineer  in 
the  fall  of  1896.  As  fireman  Mr.  Darr  was  reckoned 
as  one  of  the  best,  and  as  an  engineer  he  is  demon- 
strating that  his  promotion  was  fully  merited.  He 
is  now  running  freight  between  Gabon  and  Chicago, 
and  is  well  thought  of  by  his  superiors  and  fellow 
engineers.  He  was  married  June  15,  1890,  to  Miss 
Susie  Denis,  daughter  of  Jacob  Denis,  a  prominent 
farmer  of  Allen  county,  Indiana.  Three  children  have 
been  born  to  them.  Neoma.  who  died  February  26. 
1896,  aged  5  years  and  6  months,  and  who  had  suffered 
for  years;  Bernice,  the  pride  and  happiness  of  her 
parents'  hearts,  aged  5.  and  \'ernon,  who  died  at  the 
age  of  4  months.  Mr.  Darr  is  a  member  of  William 
Hugo  Lodge,  No.  166.  B.  of  L.  F.,  and  both  he  and 
his  estimable  wife  are  held  in  high  esteem  I>y  their 
many    friends    in    Huntington. 


JOHN    W.    DARR, 

Huntington.    Indiana. 

John  W.  Darr  was  born  in  Greenville,  Darke 
County,  Ohio,  November  9,  1863.  His  father,  Reuben 
Darr,  w-as  a  prominent  farmer  of  that  county,  but  some 


AMERICAN    LOCO.MOT1\-E    ENGINEERS. 


22? 


:\rATTnEW  j.  curtis. 


JOSliFH    M.    DANDO. 


ERIE    RAILWAY    EDITION. 


time  after  the  birtli  of  his  son  John  \V.,  removed  to 
Rochester,  Indiana,  where  he  bonght  a  farm  and  set- 
tled with  his  family.  At  this  latter  place  the  subject  of 
this  sketch  attended  school  imtil  he  was  l6  years  of 
age,  and  then  for  awhile  assisted  his  father  on  his 
farm.  Later  he  secured  a  position  as  engine  watcher 
on  the  Erie,  and  in  1882  was  advanced  to  fireman. 
Eight  years  later  his  ability  and  his  faithful  attention  to 
business  won  him  promotion  to  engineer,  and  he  has 
since  run  an  engine  in  the  freight  service,  being  at  pres- 
ent on  local  freight  and  running  between  Rochester, 
Indiana,  and  Chicago.  He  was  united  in  marriage  on 
Christmas  Day,  1889,  to  Miss  Mamie  Darrow,  the 
accomplished  daughter  of  R.  J.  Darrow,  master  painter 
of  the  Erie  shop  at  Huntington.  They  have  one  child, 
Nellie  Grace,  a  bright  8-year-old  lass,  who  is  attending 
school.  Mr.  Darr  takes  great  interest  in  secret  socie- 
ties, being  affiliated  with  Ben  Hur  Lodge  of  Hunting- 
ton: Lodge  No.  121,  K.  of  P.,  and  B,  of  L.  E., 
Division  221,  of  which  he  has  been  a  subordinate 
officer  for  two  terms.  Mr.  Darr  owns  a  fine  farm  in 
Fulton  County,  Indiana,  and  a  pleasant  home  in  Hunt- 
ington, where  he  is  held  in  high  esteem  by  his  many 
acquaintances,  both  he  and  Mrs.  Darr  being  socially 
inclined  and  hospitable  entertainers. 


CHARLES   H.   DAVIES, 

Cleveland,  Ohio. 

Charles  H.  Davies  was  born  in  Granville,  Ohio,  July 
26,  1868,  and  received  his  early  education  in  the  public 
schools  of  that  place.  His  first  work  was  that  of  a 
farm  hand,  but  after  live  years  at  this  avocation  he 
became  dissatisfied  and  went  to  Cleveland  where  he 
secured  a  position  in  the  Beardsley  tin  shop  making 
cans.  He  retained  this  place  until  October.  1887, 
when  he  began  his  railroad  career  as  a  fireman  on  the 
Erie.  It  was  during  the  rush  season  when  he  was  em- 
ployed, and  when  business  got  slack  he  was  laid  off. 
and  he  then  went  back  to  the  tinsmith  business.  Four 
months  later  he  was  notified  by  the  Erie  that  his  old 
position  as  fireman  was  open,  and  he  again  began  to 
shovel  the  dusky  diamonds  on  a  locomotive.  His 
career  of  eight  years  on  freight  and  two  years  on 
passenger  was  highly  meritorious,  and  in  September, 
1897,  he  was  promoted  to  engineer.  Most  of  the  time 
since  his  advancement  he  was  on  the  extra  list,  but 
for  some  time  now  he  has  been  doing  yard  work  in 
Cleveland.  Although  he  is  a  comparatively  young 
man  he  is  regarded  as  being  a  very  capable  engineer, 
and  as  he  has  never  had  any  wrecks  or  difficulties  of 
any  kind,  he  stands  well  with  the  officials  of  the  di- 
vision. September  23,  1886,  he  was  united  in  mar- 
riage  to   Miss   Helen  Anderson,   daughter  of   Richard 


Anderson,  of  London,  Canada,  an  old-time  railroad 
man  who  ran  an  engine  on  the  Great  Western  Railway 
of  Canada  for  thirty  years,  and  now  holds  a  respon- 
sible position  in  the  Peninsular  Car  shops  at  Detroit, 
Michigan.  JNIr.  Davies'  parents  are  both  dead,  his 
father  dying  at  the  age  of  83,  and  his  mother  at  40. 
Mr.  Davies  is  a  member  of  Criterion  Lodge,  No.  68, 
K.  of  P.,  and  Forest  City  Lodge,  No.  10,  B.  of  L.  F. 
Mr.  and  Mrs.  Davies  are  a  very  afifable  couple  and  are 
prime  favorites  with  their  hosts  of  acquaintances. 


GAD    DAVIS. 

Cleveland,   Ohio. 

The  life  of  Gad  Davis  furnishes  another  example 
of  how  the  American  boy  can  take  care  of  himself 
and  plan  a  career  that  will  be  successful  and  command 
the  respect  of  all.  Mr.  Davis  was  born  in  Coshocton, 
Ohio,  May  8,  1861,  and  at  the  age  of  9  years  he  left 
school  and  went  to  work  as  a  hoop  cutter  in  a  rolling 
mill  at  Youngstown.  He  attended  night  school  and 
worked  in  the  rolling  mill  until  1873,  when  he  secured 
a  position  as  brakeman  on  the  Pennsylvania 
Railroad,  where  he  remained  for  six  years;  he 
was  then  advanced  to  fireman,  a  place  he  held  four 
j'ears,  leaving  to  accept  a  similar  position  on  the 
"Ft.  Wayne."  He  held  this  place  thirteen  months,  go- 
ing to  the  P.,  C.  &  T.  R.  R.,  where  he  worked  as 
brakeman  one  year  and  fireman  two  and  one-half 
years.  He  then  went  back  to  Youngstown  and  re-en- 
tered the  employ  of  the  rolling  mill.  Nine  months 
later  he  was  given  a  position  as  fireman  on  the  Erie, 
and  after  firing  four  years  was  promoted  to  engineer, 
November  15,  1889,  and  has  been  running  ever  since 
in  the  freight  service.  He  has  had  but  one  accident 
and  that  was  only  a  small  one;  while  running  a  yard 
engine  at  Cleveland  he  was  crossing  the  track  of  the 
"Big  Four,"  the  signal  having  been  given  him,  when 
a  "Big  Four"  switch  engine  threw  several  cars  into 
him;  no  one  was  hurt  and  his  engine  was  but  slightly 
damaged.  Mr.  Davis  was  married  September  29,  1885. 
to  Miss  Effie  Reeves  of  Leavittsburg,  Ohio,  and  they 
have  a  charming  family  of  four  daughters.  Edna,  aged 
19;  Carrie,  9;  Lolla,  7,  and  Maggie,  8  months.  Mr. 
Davis  is  considered  a  fine  engineer,  and  he  is  de- 
servedly popular  with  both  officials  and  fellow  em 
ployes.  He  is  a  member  of  B.  of  L.  E.,  Division  167, 
and  the  owner  of  fine  property  in  Cleveland. 


GUY  W.   DAVIS, 

Huntington,    Indiana. 

To  be  a  first-class  locomotive  engineer  it  is  neces- 
sary that  a  man  must  have  a  thorough  knowledge  ol 


AMERICAN    LOCOMOTIX'K    ENGINEERS. 


229 


ISAAC    N.    DAKR 


JOHN    \V.    DARR. 


230 


ERIE    RAILWAY    EDITION. 


machinery,  and  that  knowledge  Guy  \V.  Davis  .■secured 
when  lie  worked  eight  months  as  an  apprentice  in 
the  Pan  Handle  shops  at  Logansport,  Indiana.  His 
father  was  Wesley  J.  Davis,  a  lumber  merchant  oi 
Logansport,  and  it  was  there  the  subject  of  this 
sketch  was  born  October  19,  1868.  After  attending 
school  until  he  was  15  years  of  age  and  working  two 
years  and  eight  months  as  a  machinist's  apprentice, 
he  accepted  a  position  as  a  fireman  on  the  Erie,  under 
Master  Mechanic  Brooks.  After  three  years  and  four 
months  of  highly  efficient  service  he  accepted  a  sim- 
ilar position  on  the  Illinois  Central,  and  for  a  year  ran 
in  the  suburban  passenger  service  of  that  road.  He  re- 
ceived an  offer  from  the  Illinois  Steel  Company  to 
take  charge  of  a  switch  engine  and  accepted  it.  For 
nine  months  he  was  in  their  employ  and  then  returned 
to  the  Erie,  receiving  an  engine  in  the  freight  service, 
he  is  valued  highly  by  his  superiors  for  his  efficiency 
and  ability.  On  January  21,  1897,  he  was  married  to 
Miss  Chloella  Bruebaker,  daughter  of  Thornton  Brue- 
baker.  a  prominent  painter  and  paper  hanger  of  Hunt- 
ington. They  have  one  child,  Esther  J.,  aged  16 
months,  who  is  the  pride  and  joy  of  Mrs.  Davis' 
motherly  heart.  Mr.  Davis  is  a  metriber  of  B.  of  L.  E.. 
Division  221,  and  holds  a  subordinate  position  in  this 
division.  Mrs.  Davis  is  a  member  of  the  Auxiliary 
Lodge  of  B.  of  L.  E.  This  worthy  couple  are  highly 
respected  by  a  host  of  acquaintances  and  enjoy  the 
respect  of  all. 


at  school.  Mr.  Davis  is  a  member  of  B.  of  L.  E.,  No. 
207,  and  is  a  quiet,  unassuming  man  whose  sterling 
qualities  have  won  him  the  good  will  of  his  fellow  en- 
gineers and  the  friendship  of  a  large  circle  of  ac- 
(iuaintances. 


WILLIAM  F.  DAVIS, 
Meadville.  Pennsylvania. 

A  young  Erie  engineer  who  is  advancing  rapidly  to- 
ward the  front  rank  of  his  chosen  calling  is  William  F. 
Davis.  The  son  of  John  Davis,  a  prominent  farmer 
of  Crawford  County,  Pennsylvania,  he  was  born  in 
Union  Township,  that  county.  October  8.  1866,  and 
spent  the  first  sixteen  years  of  his  life  attending  the 
district  school  and  working  on  his  father's  farm.  He 
then  went  to  Meadville  and  for  some  time  worked  as 
a  grocery  clerk,  leaving  that  position  in  the  fall  of  1887 
to  accept  a  place  as  fireman  on  the  Erie.  His  natural 
intelligence  and  skill  with  machinery  made  his  period 
of  firing  short,  and  after  two  years  on  freight  and 
two  years  on  passenger  he  was  promoted  to  engineer 
in  November,  1891,  since  which  time  he  has  run  con- 
tinuously in  the  freight  service  where  he  has  demon- 
strated his  ability  to  such  an  extent  that  he  is  now 
called  for  extra  passenger  work.  April  27,  1892,  Mr. 
Davis  was  united  in  marriage  to  Miss  Anna  Quick, 
daughter  of  A.  J.  Quick,  an  Erie  engineer  of  Mead- 
ville. They  have  one  child,  Ethel  M.,  a  bright  little 
miss  of  6  years,  who  has  just  completed  her  first  year 


JOHN  AI.  DAVIS. 

Youngstown,  Ohio. 

A  careful,  cool,  conservative  engineer  is  John  M. 
Davis,  who  for  the  past  twelve  years  has  run  on  the 
road  and  in  the  Youngstown- i-ya^rds,  doing  general 
yard  work.  He  was  born  in  YOungstown  on  Septem- 
ber 27,  1859,  and  was  the  son  of  Joshua  Davis,  a  coal 
merchant  of  that  city;  both  his  parents  are  dead. 
He  attended  the  good  schools  of  Y'oungstown  until  he 
was  17  years  of  age,  securing  in  the  meantime  a  first 
class  common  school  education.  In  1876  he  left  Rayen 
school  and  began  work  at  the  blacksmith  trade,  at 
which  he  continued  for  five  years,  leaving  it  in  July, 
1881,  to  accept  a  position  as  fireman  on  the  Erie.  Dur- 
ing the  six  years  he  fired  he  was  with  M.  H.  Shay 
two  years,  the  balance  of  the  time  being  spent  with 
different  engineers.  In  December.  1887,  his  efficient 
work  as  a  fireman  was  rewarded  by  a  promotion  to 
engineer.  He  ran  freight  for  a  short  time  and  was 
then  transferred  to  his  present  place,  wdiich  he  has 
held  since.  He  has  never  had  any  serious  accident 
since  he  has  been  running  an  engine  and  is  regarded 
as  an  engineer  of  high  class.  Mr.  Davis  was  mar- 
ried to  Miss  Jennie  Bowan,  of  Y'oungstow'n,  in  May, 
1887.  They  have  two  children,  James  and  Gordon, 
ImiiIi  bright  young  lads,  who  are  attending  Y'oungs- 
tdwn  public  schools.  Mr.  Davis  is  a  member  of 
Friendship  Lodge  329,  B.  of  L.  E.,  also  Western  Star 
Lodge.  No.  21.  F.  &  A.  M.  He  possesses  a  genial 
nature  which  wins  the  friendship  of  all  his  acquaint- 
ances, and  is  a  valued  citizen  of  Y'oungstown.  He  lives 
at  714  Elm  Street,  where  he  owns  a  nice,  comfortable 
home. 


ABENDIGO  DAY, 

Briar  Hill,  Ohio. 

Few  men  have  lived  as  eventful  a  life  as  Abcndigo 
Day,  one  of  the  Erie's  popular  engineers.  Born  in 
Harfordshire,  England,  December  6,  1859,  he  attended 
school  until  he  was  g  years  of  age,  and  then  went  to 
work  for  his  father,  who  was  a  maltster  of  his  native 
town.  Tiring  of  this  business  after  two  years  he  went 
to  work  for  an  uncle  who  owned  a  small  sailing  vessel 
engaged  in  the  grain  and  flour  business.  For  nine 
years  Mr.   Day  sailed  upon  the  high  sea,   touching  in 


AMERICAN    LOCOMOTIXE    ENGINEERS. 


a3i 


CHAHLICS   11.    D-WIES. 


GUY    W.    DAVIS. 


232 


ERIE    RAH. WAV    EDITION. 


the  course  of  this  time  Ireland.  Scotland,  Greenland 
and  the  shores  of  his  own  country,  England.  Becoming 
dissatisfied  with  the  life  of  a  sailor  he  went  to  Lon- 
don, where  for  three  years  he  worked  as  a  brick 
mason.  In  1883  he  decided  to  try  his  fortune  in 
America,  and  on  August  19  of  that  year  carried  out  his 
purpose.  He  went  direct  to  Cleveland,  Ohio,  and  after 
three  months  of  idleness  secured  a  position  in  the  Oil 
Works  of  that  city.  He  was  in  the  employ  of  the  Oil 
Company  three  years,  leaving  in  June,  1886,  at  which 
time  he  began  his  railroad  career  as  a  fireman  on  the 
Erie.  He  fired  on  freight  seven  years  and  passenger 
two  years,  receiving  his  promotion  to  engineer  in  De- 
cember, 1895,  since  which  time  he  has  run  an  engine 
in  the  freight  service.  Mr.  Day  has  had  many  close 
calls  from  death  and  his  escape  in  some  instances  has 
been  really  remarkable.  While  working  as  a  sailor 
on  board  a  small  boat  in  the  Thames  river  his  craft 
was  run  down  by  a  large  ocean  steamer  and  wrecked; 
but  for  the  fact  that  Mr.  Day  was  an  expert  swimmer 
he  certainly  would  have  perished.  While  firing  engine 
No.  223,  just  three  months  after  he  had  entered  the 
railroad  service,  he  was  in  a  head-end  collision  in  tlie 
Cleveland  yards,  and  saved  himself  by  jumping.  While 
firing  freight  between  Aurora  and  Geauga  Lake  the 
engine  went  to  pieces  and  turned  completely  over. 
Mr.  Day  again  saved  his  life  by  jumping,  but  in  this 
instance  his  right  arm  and  leg  were  injured  and  his 
hands  badly  lacerated.  While  pulling  a  freight  with 
engine  1256  he  ran  into  some  cars  left  on  the  main 
track  of  the  drawbridge  at  Cleveland.  The  accident  oc- 
curred at  night  and  no  signals  were  displayed  about 
the  dead  cars.  Mr.  Day  was  again  badly  injured,  but 
was  soon  again  at  his  post  of  duty.  In  l8g6  while 
firing  the  New  York  Flyer,  engine  599.  the  side  rods 
broke  and  wrecked  the  cab;  no  one  was  hurt.  Again 
in  i8g6  while  firing  engine  193  on  a  passenger  train 
he  was  in  a  head-end  collision  between  Aurora  and 
Geauga  Lake,  and  by  jumping  saved  himself.  This 
neighborhood  seems  to  have  been  particularly  bad  for 
Mr.  Day  for  in  1897  his  engine  just  crossed  a  burning 
bridge  between  Geauga  Lake  and  Salon  when  the 
bridge  went  through  with  the  rest  of  the  train.  He 
was  married  on  Christmas,  1889,  to  Miss  Emily  Day, 
of  Cleveland.  Mr.  Day  has  a  brother  who  was  an  en- 
gineer on  the  Northern  Pacific  and  another  who  is  a 
fireman  on  the  Mahoning  Division  of  the  Erie.  He  is 
a  member  of  Forest  City  Lodge,  B.  of  L.  F.,  of  Cleve- 
land, and  is  a  valued  citizen  of  his  town.  Mr.  Day 
invested  in  some  gold  mines  in  1896  that  he  hopes 
sometime  to  realize  on,  but  an  invention  he  perfected 
in  189,3,  whereby  oil  is  used  instead  of  coal,  is  proving 
quite  remunerative  to  him. 


JOHN  J.   DAZE, 
Galion,  Ohio. 

John  J.  Daze  was  born  in  Ottawa,  Canada,  on  July 
21,  1858,  and  being  the  son  of  a  farmer,  worked  on  his 
father's  farm  and  attended  school  until  he  was  17 
years  of  age.  The  next  three  years  of  his  life  were 
devoted  exclusively  to  farming,  leaving  Canada  in  1878 
to  work  in  the  pineries  of  Michigan.  In  the  fall  of  1879 
he  went  to  Kent  and  worked  in  the  New  York,  Penn- 
sylvania &  Ohio  roundhouse,  being  soon  promoted  to 
fireman,  in  which  capacity  he  served  until  1885,  when 
he  was  promoted  to  night  engine  dispatcher,  a  position 
he  held  eighteen  months,  followed  by  that  of  hostler 
for  one  year.  He  then  went  to  Cleveland,  Ohio,  and 
engaged  in  the  restaurant  business,  which  venture  was 
followed  a  year  later  by  a  trial  of  the  cigar  and  tobacco 
business  for  one  year.  In  1889  he  went  to  Galion  and 
secured  a  position  as  fireman  on  the  Erie,  and  in  June, 
1892.  was  promoted  to  engineer,  since  which  time  he 
has  run  through  freight.  Mr.  Daze  has  experienced 
one  bad  wreck,  having  been  on  a  double-head  freight 
which  crashed  into  another  train  that  should  have  been 
on  the  siding  instead  of  occupying  the  main  track; 
fortunately  he  was  not  injured.  Mr.  Daze  was  mar- 
ried October  15,  1893,  to  Miss  Ada  Gocheour,  of 
Bucyrus,  Ohio,  and  they  have  one  daughter.  He  is  a 
member  of  Lodge  No.  16,  B.  of  L.  E. ;  Lodge  No.  107, 
B.  of  L.  F.,  and  owns  fine  residence  property  in 
Galion, 


FRANK  M.   DEANE, 

Cleveland,  Ohio. 

Frank  M.  Deane  was  born  in  Rochester,  New  York, 
October  29,  1S58.  His  mother  dying  when  he  was  but 
2  years  old  he  was  a  member  of  his  grandparents'  fam- 
ily at  Binghamton  until  he  was  11  years  of  age,  when, 
his  father,  having  remarried,  he  went  to  Meadville  to 
his  father's  home.  He  attended  school  in  Meadville 
until  he  was  14  years  of  age,  when  his  father,  having 
moved  to  Cleveland,  he  entered  the  Erie  shops  at 
Cleveland  as  an  apprentice  to  the  machinist's  trade, 
also  working  a  short  time  in  the  Erie's  boiler  shop.  In 
June,  1878,  he  was  advanced  to  fireman  and  for  four 
.vears  served  in  this  capacity,  his  efficiency  winning 
him  promotion  to  engineer  in  March,  1882.  For  four 
years  he  ran  a  yard  engine  at  Cleveland,  and  then  was 
advanced  to  regular  road  service,  since  which  time 
he  has  pulled  through  freight  on  the  Mahoning  Di- 
vision. While  firing  for  Engineer  Cubbon,  Mr.  Deane 
was  in  a  serious  wreck,  caused  by  their  engine  collid- 
ing with  the   rear  of  a   freight  train   that  had   broken 


AMERICAN    LOCO.MOTIXE    ENGINEERS. 


233 


JOHN  M.   DAVIS. 


WILT.TAM   F.  DAVIS. 


234 


ERIE    RAILWAY    EDITION. 


;;part  (Hi  llio  steep  s;rade  between  Corlett  and  Randall. 
The  caboose  and  three   cars   ran   back  down  the   hill, 
and  in  the  collision  the  engine  and  caboose  telescoped, 
while  eleven  cars  went  into  the  ditch.     Mr.  Deane  and 
Engineer   Cubbon   saved   themselves   by  jumping,   but 
Conductor   Fred   Sass,   who  was   in  the   caboose,   was 
killed,  wh'lc  one  of  the  brakemen  was  hurled  clear  off 
the    ri.ght    of    way    into    an    adjoining    cornfield.      Mr. 
Deane    has    had    no    serious    accident    since    his    pro- 
motion   and    has    never    been    censured    for    any    cause 
by  the  officials:    in  fact  his  good  record  and  high-class 
ability  have  won  him  a  place  of  high  esteem  with  his 
superiors.     He  is  a  member  of  Devereaux  Lodge,  No. 
167,  B.  of  L.  E.,  and  takes  great  interest  in  its  affairs, 
having  been  one  of  the  Local  Board  for  the  past  four 
years.      On   May   31,    1888,   Mr.   Deane   was   united   in 
marriage  to  Miss  Ida   K.   Moore,  a  promising  young 
school  teacher,  daughter  of  Thomas  ISIoore  of  Cleve- 
land,  and   they   have   two   children,     Florence    Elinore 
and    Stewart    Edward,    aged     8     and     2   years.      Mrs. 
Deane's  father  has  been  an  employe  of  the  Erie  as  a 
boilermaker   for   over  forty  years;    he  raised  a  family 
of  four  sons  and  four  daughters,  of  whom  Mrs.  Deane 
is  the  third  eldest.     One  son,  H.  R.  Jiloore.  is  a  Gen- 
eral Freight  Agent  for  the  C,  C.  &  S.  R.  R.  at  Cleve- 
land;   W.   H.  is  a  fireman  on  the  N.  V.,  C.  &  St.   L., 
and  W.  T.  is  a  member  of  the  Photo  Chromotype  En- 
graving     Company      of      Newark,    New   Jersey.      Mr. 
Deane"s  father,   Edward  Deane,  was  roundhouse  fore- 
man for  the  Erie  at  Cleveland  from  1872  to  1887,  and 
now  holds  a  position  as  skilled  mechanic  in  the  Erie 
shops   at   Cleveland.      He   has  been   in  the   einploy   of 
the  Erie  for  over  forty  years,  having  begun  his  service 
as  apprentice  in  the   Erie's   Susquehanna  shops.     Mr. 
Deane  is  also  a  member  of  F.  &.  A.  II..  Biglow  Lodge, 
No.  248;    Thatcher   Chapter;     Forest  City   Command- 
ery,  for  fourteen  years,  and  Criterion  Lodge,  No.  68, 
K.  of  P. 


FRANK  E.  DE  BAUN, 

Hillsdale,  New  Jersey. 

At  the  present  writing  Frank  E.  DeBaun  is  the 
youngest  engineer,  in  point  of  age  on  the  Erie  Rail- 
road, and  as  he  is  now  an  extra  passenger  man  it  is 
plain  that  he  is  considered  one  of  the  best.  Born  near 
Spring  Valley,  New  York,  .^priI  6,  1871,  he  went  to 
country  school  until  he  was  9  years  of  age,  and  then 
worked  in  his  father's  shop  connected  with  a  saw  and 
grist  mill.  He  went  from  this  to  farm  for  his  grand- 
father, and  at  16  was  in  the  employ  of  James  Severn  in 
a  lumber  yard  at  Pearl  River.  When  17  years  of  age 
he  engaged  with  the  New  Jersey  &  New  York  Rail- 
road as  a  brakeman  and  ran  on  the  gravel  train  be- 


tween (jarnersville  Junction  and  Haverstraw.  During 
the  year  of  1889  and  part  of  the  following  year  he 
was  a  watchman  in  the  Jersey  City  yards,  and  in  July, 
iSgr,  he  started  to  fire  on  engine  No.  8  for  William 
Onderdonk.  His  promotion  to  engineer  came  in  1895, 
and  with  engine  No.  4  ran  a  gravel  train  at  Oradell. 
He  is  now  on  a  freight  run  and  is  called  for  extra 
passenger  duty.  On  October  17,  1894,  Mr.  DcBaun 
was  united  in  marriage  to  Miss  Emma  E.  Allison  of 
Mt.  Vale,  New  Jersey,  and  they  have  one  child,  a  boy 
14  months  old.  Mr.  DeBaun  is  a  member  of  the 
^Methodist  Episcopal  Church,  and  is  a  young  man  of 
intelligence  and  integrity  who  will  yet  make  his  mark 
in  the  railroad  world. 


ROBERT    A.    DECKER,    JR., 
Buffalo,  New  York. 

Uncle  Sam's  boys  had  some  very  lively  times  in 
Dixie  Land  during  the  early  '60s,  and,  judging  by  the 
record  of  Robert  A.  Decker,  Jr.,  he  must  have  hap- 
pened to  be  around  every  time  his  army  corps  found 
a  bunch  of  Johnnies  who  were  inclined  to  fight.  Mr. 
Decker  enlisted  in  the  141st  New  Y'ork  \'oluntcers  on 
August  27,  1862,  under  Captain  Little  of  Elmira.  His 
first  battle  was  at  Sufford,  Virginia,  and  he  was  in 
General  Joseph  Hooker's  corps  in  Sherman's  campaign 
through  Georgia.  He  was  present  at  the  surrender  of 
Johnson,  at  the  Battle  of  Lookout  Mountain,  Mission- 
ary Ridge.  Knoxville,  Tunnel  Hill,  Rocky  Fall,  Buz- 
zard Roost,  Resecker,  Big  Sandy,  Peach  Tree  Creek, 
Kenesaw  Mountain,  Fall  of  Atlanta,  Siege  of  Savan- 
nah, and  Goldsboro,  North  Carolina,  all  of  which  are 
known  to  readers  of  history  as  among  the  fiercest 
struggles  between  the  blue  and  the  gray.  l\Ir.  Decker 
was  serving  under  Captain  Whiting  when  he  was  hon- 
orably discharged  on  June  5,  1865.  The  subject  of  this 
sketch  was  born  in  Warwick,  Orange  County,  New 
Y'ork,  on  October  31,  184J,  being  the  son  of  Robert 
Decker,  Sr.,  a  brick  and  stone  mason,  wlm  moved 
from  Warwick  to  Elmira  in  1849.  In  this  latter  city 
Mr.  Decker  secured  his  education,  and  then  engaged 
in  farming  until  he  enlisted  in  the  army.  On  his  return 
from  the  service  he  began  his  railroad  career  m  the 
summer  of  1865  as  a  passenger  brakeman  on  the  Erie, 
running  out  of  Buffalo  for  four  and  one-half  years. 
He  gave  up  this  position  in  September,  1869,  and  com- 
menced to  fire  local  freight  on  the  Buffalo  Division. 
After  a  year  he  was  given  a  passenger  run  which  he 
retained  until  May  I,  1878,  when  he  was  promoted  to 
engineer.  From  that  time  until  1885  he  ran  extra 
freight  between  Hornellsville  and  Buffalo,  and  from 
1885  to  1891  pulled  local  freight  between  the  .same 
points.     Since   1891    he   has  had   one  of  the  most  im- 


AMRRICAN    LOCOMOTIN'F.    ENGINEERS. 


235 


ahio.nl>il;i  )  iiA  V. 


FRANK    E.    DE    BAUN. 


236 


ERIE    RAILWAY    EDITION. 


portant  passenger  runs  between  Hornellsville  and 
Buffalo,  and  his  work  has  been  of  such  a  high  order 
that  he  is  often  detailed  for  special  work  of  importance. 
An  occasion  of  this  kind  happened  on  February  13, 
1898,  when  the  New  York  Journal  ran  a  special  news- 
paper train  from  New  Y'ork  City  to  Buffalo.  En- 
gineer Decker  was  one  of  the  heroes  of  this  record- 
breaking  run,  having  pulled  the  train  from  Hornells- 
ville to  Buffalo,  a  distance  of  ninety-three  miles,  in 
eighty-five  minutes.  One  can  judge  how  he  was  mak- 
ing things  hum  when  they  learn  that  the  fastest  sched- 
ule between  those  points  calls  for  two  hours  and 
twenty-three  minutes.  It  is  needless  to  say  he  broke 
all  previous  records,  and  for  so  doing  he  received 
hearty  congratulations  from  his  superiors  and  those 
who  had  charge  of  the  special.  Mr.  Decker  was  mar- 
ried December  22,  i86g,  to  Miss  Lettie  Blizard,  daugh- 
ter of  Oliver  Blizard,  a  prominent  farmer  of  Chemung 
County,  New  Y'ork.  Mrs.  Decker  belongs  to  the 
Ladies'  Auxiliary  to  the  A.  O.  U.  W.  Mr.  Decker  be- 
longs to  the  several  branches  of  the  A.  O.  U.  W..  be- 
ing one  of  its  most  prominent  and  influential  members. 
He  also  belongs  to  the  Travelers'  and  Traders'  Insur- 
ance Company. 


JOHN  F.  H.  DEMAREST. 

Kyack,    New    York. 

John  F.  H.  Demarest  was  born  in  Bergen  County, 
New  Jersey,  on  July  2.  1840,  being  the  son  of  Ralph  S. 
Demarest,  a  farmer  of  that  county.  He  attended  school 
until  he  was  14  years  of  age  and  then  engaged  in 
farming  until  May  20,  1865,  on  which  date  he  took 
service  with  the  Northern  Railroad  of  New  Jersey 
(now  operated  by  the  Erie)  as  a  fireman.  Mr.  Dem- 
arest's  run  was  between  Pierniont  and  Jersey  City,  and 
so  efficiently  was  his  work  performed  that  he  was 
marked  for  speedy  promotion.  On  April  i,  1867,  he 
was  advanced  to  engineer,  and  for  the  past  twenty 
years  has  had  a  passenger  run  between  Nyack,  New 
York,  and  Jersey  City.  He  has  been  very  lucky  dur- 
ing his  career  in  the  cab,  having  had  no  accidents  of 
importance,  and  consequently  stands  high  in  the 
esteem  of  his  superiors.  His  first  firing  was  done 
for  Engineer  B.  L.  Scribner  on  old  engine  No.  2, 
known  then  as  the  "John  N.  Billings,"  but  afterward 
changed  to  the  "Major  Anderson."  Mr.  Demarest 
was  united  in  marriage  September  7,  1861,  to  Miss 
Maria  Quackenbush,  daughter  of  John  Quackenbush. 
a  real  estate  dealer  and  farmer  of  Dumont.  New  Y'ork. 
Mr.  Demarest  is  a  member  of  Lodge  135.  B.  of  L.  E., 
of  Jersey  City,  and  is  the  owner  of  considerable  real 
estate  in  Nyack,  where  he  is  esteemed  as  a  citizen  of 
worth  and  importance. 


LEWIS    L.    DE   MUTH, 

Huntington.   Indiana. 

Lewis  L.  DeMuth  has  seen  service  on  several  dif- 
ferent roads,  and  came  to  the  Erie  with  a  thorough 
knowledge  of  the  different  departments  of  train  run- 
ning. He  was  born  in  Lucas  County,  Ohio,  in  June, 
i860,  and  is  the  son  of  a  prominent  farmer  of  that 
county.  He  secured  quite  a  fine  education,  having  at- 
tended school  until  he  was  ig  years  of  age,  and  during 
vacations  worked  on  his  father's  farm.  In  1879  he 
began  his  railroad  career  as  a  brakeman  on  the  Michi- 
gan Central  Railroad,  running  between  Jackson  and 
Michigan  City.  Some  time  after  being  promoted 
to  conductor  he  resigned  and  accepted  a  position  as 
fireman  on  the  Wabash  Railroad,  running  between 
Danville.  Illinois,  and  Toledo.  Ohio.  Resigning  his 
position  on  the  Wabash,  he  next  was  employed  as  a 
fireman  on  the  Pittsburg,  Cincinnati,  Chicago  &  St. 
Louis,  and  later  as  a  brakeman  for  the  same  company. 
From  this  road  he  went  to  the  Louisville  &  Nashville, 
for  which  he  worked  as  conductor,  running  between 
Decatur  and  Montgomery,  Alabama.  Resigning  on 
account  of  his  health,  he  returned  north  and  for  a 
while  ran  on  the  P.,  C.  C.  &  St.  L.,  then  coming  to 
the  Chicago  &  Atlantic,  where  he  fired  a  while  and  was 
promoted  to  engineer  in  December,  i8gi,  by  Master 
Mechanic  Berry.  Since  that  time  he  has  run  in  the 
freight  service  between  Galion  and  Chicago.  Mr. 
DeMuth  was  married  in  1888  to  Miss  Emma  Clay, 
daughter  of  a  prominent  farmer  of  Logansport,  Indi- 
ana, and  they  have  one  child,  Donald.  Mr.  DeMuth 
is  a  member  of  Lodge  221.  B.  of  L.  E. :  Huntington 
Lodge  No.  483,  F.  &  A.  M..  and  Blue  Lodge,  No.  27. 
He  is  one  of  the  Erie's  best  freight  men,  and  is  highly 
esteemed  by  his  fellow  citizens  in   Huntington. 


I 


MATTHEW  DEWEY, 

Hornellsville,    New    York. 

Matthew  Dewey  was  born  in  County  Limerick,  Ire- 
land, on  September  8,  1849,  and  came  to  this  country 
with  his  parents,  who  settled  in  Dunkirk  in  1854.  Mr. 
Dewey  attended  school  until  he  was  17  years  of  age 
and  then  went  to  braking  under  H.  J.  Negus,  a  con- 
ductor on  the  Erie,  for  whom  he  had  done  chores  and 
other  odd  jobs  of  work  while  he  was  attending  school. 
He  served  as  a  brakeman  from  February,  1867,  to 
September,  1870.  when  he  was  advanced  to  fireman, 
and  for  a  number  of  years  fired  for  P.  Downs,  and  later 
for  the  veteran  engineer.  D.  E.  Cary.  From  1875  to 
187S  he  ran  extra  when  his  services  were  needed,  but 
continued  to  fire  in  the  meantime  until  regularly  pro- 
moted in  August,   1878.     He  ran   on  the  rounds  until 


AAIERICAX    LCJCOMOTn'E    ENGINEERS. 


237 


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t^S^^^^^^^^^^^^^^^^^^Hr^^^^^Pikhk^ 

ROBERT  A.  DECKER.  JR. 


JOHN  F.  H.  DEMARKST. 


238 


ERIE    RAILWAY    EDITION. 


1884  when  he  was  assigned  to  trains  49  and  10  which  he 
ran  for  some  time;  then  47  and  30;  81  and  90;  77  and 
82;  finally  being  advanced  to  trains  3  and  u  between 
Hornellsville  and  Dunkirk,  which  is  his  run  at  the 
present  time  in  place  of  Engineer  Boyden,  who  is 
sick.  Mr.  Dewey  was  married  to  Miss  Eliza  Byrne  in 
1870,  and  eight  children  have  been  born  to  them,  four 
boys  and  four  girls.  One  of  the  boys.  J.  J.  Dewey,  is 
foreman  in  the  Erie  shops  at  Hornellsville,  and  another 
is  learning  the  machinist's  trade.  One  of  the  daugh- 
ters is  a  teacher  in  the  Hornellsville  public  schools. 
Mr.  Dewey  is  an  interesting  man  to  converse  with,  for 
he  has  a  fund  of  stories  concerning  the  early  days  of 
the  Erie  that  readily  hold  the  attention  of  the  hearer. 
He  has  had  a  remarkably  successful  career,  experienc- 
ing no  accidents  since  running  an  engine,  and  but  one 
prior  to  his  promotion.  That  occurred  while  he  was 
braking  in  1870.  and  was  occasioned  by  his  train,  a 
freight,  being  run  into  from  the  rear  by  another 
freight.  The  trains  were  badly  wrecked,  and  the 
debris  catching  fire  from  the  disabled  locomotive,  two 
of  the  brakemen  were  incinerated,  \lv.  Dewey  escap- 
ing unhurt.  He  is  a  member  of  the  Maccabees,  and 
joined  the  B.  of  L.  E.  in  1881,  being  now  a  member  of 
Division  No.  47.  He  has  held  the  office  of  Second  As- 
sistant Chief,  was  Treasurer  for  eight  years,  and  since 
1896  has  been  the  Chief  of  this  lodge.  He  also  belongs 
to  the  Knights  of  Columbus  and  the  C.  M.  B.  A.  In 
Hornellsville  Mr.  Dewey  is  considered  one  of  the  city's 
most  influential  and  prominent  men,  and  is  now  one  of 
the  Police  Commissioners,  his  term  expiring  in  1Q02. 


JOHN  DICE. 

Gallon.  Ohio. 

When  Uncle  Sam  called  for  soldiers  to  serve  in  the 
War  of  the  Rebellion  John  Dice  was  one  of  the  num- 
ber who  responded.  He  enlisted  in  1862.  in  Company 
E,  loist  Ohio  Volunteer  Infantry,  and  served  until 
1865.  when  he  was  mustered  out  at  Chicago.  During 
the  three  years  he  w-ore  the  blue,  he  saw  hot  service 
under  Generals  Rosecrans  and  Davis  but  w-as  for- 
tunate in  not  receiving  a  wound.  He  was  born  in 
Little  York,  Pennsylvania,  August  25,  1842.  His 
father  was  John  Dice,  a  farmer  of  Pennsylvania,  who 
moved  to  Crawford  County,  Ohio,  soon  after  his  son 
was  born,  thus  being  one  of  the  pioneers  of  that 
portion  of  Ohio.  The  young  man  attended  school 
until  he  was  15  years  of  age,  and  then  went  to  work 
in  a  nursery  in  Gallon,  where  he  was  working  when  he 
enlisted.  On  returning  from  the  war  he  again 
worked  in  the  nursery  until  1868.  wdien  he  secured  a 
position  as  brakenian  on  the  Atlantic  &  Great  West- 
ern, which  he  held  two  years,  when  he  was  advanced 


to  fireman.  Then  followed  eight  years  in  freight  ser- 
vice and  one  year  on  passenger,  when  in  1879  he  was 
promoted  to  engineer.  For  the  past  twenty  years  he 
has  been  in  the  fast  freight  service  with  occasional 
extra  passenger  work.  He  has  run  all  the  trains  on  his 
division  and  has  acquitted  himself  with  credit,  thus 
securing  the  commendation  and  confidence  of  his  su- 
periors. Mr.  Dice  was  in  a  head-end  collision  at 
Marion  in  which,  fortunately,  no  one  was  injured. 
Once  while  pulling  a  train  on  the  Fourth  Division  a 
car  from  the  middle  of  the  train  broke  from  the  coup- 
lings and  ran  down  the  "Pan  Handle"  tracks  at  Ur- 
bana,  which  they  were  crossing  at  the  time.  On 
August  13.  1872,  he  was  married  to  Miss  Ellen  Arnold, 
daughter  of  George  Arnold,  a  stone  cutter  of  Gallon. 
They  have  two  children.  Bertha,  aged  21  years,  edu- 
cated in  Gallon,  and  is  a  graduate  of  the  High  School: 
Marion,  aged  19,  was  educated  in  Gallon.  Mr.  Dice  is 
a  member  of  B.  of  L.  E..  Division  16,  Dick  Morris 
Post,  No.  130,  G.  A.  R.,  Union  Veteran  Legion  of 
Gallon,  and  also  the  Legion  of  Honor.  He  owns  a 
fine  residence  on  North  Gill  Avenue,  and  is  an  influ- 
ential citizen  of  the  city. 


THO^IAS   J.    DICK. 

Cleveland,  Ohio. 

Born  in  Bedford,  Ohio,  on  December  22.  1866, 
Thomas  J.  Dick  left  school  at  the  age  of  14  and  went 
to  work  in  a  pail  factory  at  Cleveland,  Ohio.  He  quit 
this  place  after  one  year  and  then  was  employed  in  a 
nail  works  at  Terre  Haute,  Indiana.  Returning  to 
Cleveland  he  worked  two  \-ears  and  a  half  in  a  nut  and 
bolt  works,  after  which  he  apprenticed  himself  in  the 
steamfitter's  trade,  but  did  not  finish  his  term,  having 
secured  a  position  as  fireman  on  the  Erie.  He  fired 
from  January  3,  1887,  to  September  i,  1897.  when  he 
was  promoted  to  engineer,  and  is  now  running  in  the 
freight  service.  Mr.  Dick  was  married  January  14. 
1886,  to  Miss  Frances  J.  Linehan.  the  accomplished 
daughter  of  Cornelius  Linehan.  one  of  the  oldest  and 
best-known  engineers  on  the  Mahoning  Division. 
This  estimable  couple  have  a  family  of  three  children 
all  of  whom  are  girls.  Mr.  Dick  is  a  member  of  For- 
est City  Lodge,  No.  10.  B.  of  L.  F..  and  is  a  very 
popular  man. 


JOHN    DIDAY. 

Gallon,  Ohio. 

The  first  shot  fired  at  Fort  Sumter  had  not  ceased  to 
echo  through  the  land  when  John  Diday  stepped  for- 
ward and  signed  his  name  to  the  muster  roll  of  Com- 
pany F.   15th  Ohio  Volunteer  Infantry.     He  went  out 


AMERICAN    LOCO.MOTIX'E    ENGIXEERS. 


239 


LEWIS   L.   DEMUTH. 


GEORGE  W.  DINSMORE. 


240 


ERIE    RAILWAY    EDITION. 


with  L'nclc  Sam's  boys  in  blue  in  1861.  and  in  1863, 
when  his  term  of  enlistment  was  up,  he  veteraned  at 
Strawberry  Plains,  East  Tennessee,  for  as  long  a  time 
as  he  was  needed  in  the  service.  He  was  in  some  of 
the  fiercest  encounters  of  the  war,  being  wounded  at 
Liberty  Gap,  Nashville.  Tennessee,  and  Kennesaw 
Mountain.  When  hostilities  were  at  an  end  his  corps 
was  detailed  with  General  Sheridan  and  sent  into 
Texas,  where  they  remained  until  January,  1866,  being 
mustered  out  at  San  Antonio.  Mr.  Diday  was  born 
in  Richland  County.  Ohio,  May  8,  1844.  His  father 
was  Joseph  Diday,  a  substantial  farmer  of  that  county, 
and  the  young  man  attended  school  until  he  was  15 
years  of  age,  and  for  the  next  two  years  worked  on 
his  father's  farm  up  till  he  enlisted  in  the  army.  After 
his  return  from  the  war  he  stayed  on  the  farm  about 
a  year,  and  in  1867  went  to  work  in  the  Atlantic  & 
Great  Western  roundhouse  at  Gallon.  A  year  later 
he  secured  a  position  as  fireman.  He  fired  three  years 
on  freight,  and  one  year  on  passenger,  receiving  his 
promotion  to  engineer  in  September,  1872.  He  has 
had  a  long  and  thoroughly  successful  career  with  the 
Erie,  and  since  he  has  been  an  engineer  has  run  all 
the  trains  on  his  division,  displaying  marked  ability 
and  receiving  words  of  praise  from  the  authorities. 
For  the  past  year  he  has  had  the  run  on  Nos.  70  and 
90,  the  meat  express.  His  record  is  quite  clear,  the 
accidents  he  has  been  in  being  of  small  consequence. 
He  was  married  in  January,  1872,  to  Miss  Julia  A. 
Cretser,  daughter  of  Joseph  Cretser,  a  contractor  and 
stone  cutter  of  Gallon.  Three  children  were  born  to 
them:  Curtis,  aged  2.3,  w-as  educated  in  Gallon;  John, 
aged  21,  educated  in  Gallon,  now  a  fireman  on  the 
Erie;  Julia  E.,  aged  14,  now  attending  school.  Mrs. 
Diday's  death  occurred  March  17,  1886,  and  in  1890 
Mr.  Diday  married  Mrs.  Emma  Seaton,  a  sister  of  his 
first  w'ife.  Mr.  Diday  is  a  member  of  B.  of  L.  E., 
Division  No.  16,  and  the  Union  Veteran  Legion.  He 
owns  nice  property  in  the  city  and  is  an  influential 
citizen. 


PERRY   A.   DIEHL, 
Cleveland,  Ohio. 

Perry  A.  Diehl  was  ushered  into  this  busy  world 
August  29,  1861,  at  Leavittsburg,  Ohio,  and  secured  a 
fine  common  school  education  by  close  application  to 
his  studies  until  he  was  19  years  of  age.  He  then 
took  charge  of  the  home  farm  and  managed  it  suc- 
cessfully until  October,  1884,  when  he  decided  to  quit 
farming  for  some  occupation  more  congenial  to  him. 
He  went  to  Cleveland  and  soon  secured  a  position  as 
fireman  on  the  Mahoning  Division  of  the  Erie.  He 
fired   on   freight  five   and   one-half  years   and   on   pas- 


senger a  year  and  a  hall,  being  promoted  to  engineer 
in  July,  iSgi.  Since  that  time  he  has  been  continu- 
ously in  the  freight  and  yard  service  and  has  demon- 
strated that  he  belongs  to  the  first  grade  of  engineers, 
both  in  point  of  ability  and  judgment.  He  has  never 
had  an  accident  and  his  clear  record  is  another  point 
that  gives  him  a  high  standing  with  the  officials  of  his 
division.  June  27,  1897,  he  was  married  to  Miss  Min- 
nie V.  Freed,  a  charming  and  accomplished  young 
lady  of  Waynesburg,  Ohio.  Mrs.  Diehl  is  proficient 
in  music  and  a  favorite  in  society  circles.  Mr.  Diehl  is 
a  prominent  member  of  Devereaux  Lod.ge.  No.  167, 
B.  of  L.  E.,  and  as  they  have  no  children  this  worthy 
couple  take  great  interest  in  social  affairs,  their  pretty 
home  on  Abraham  Street  being  the  scene  of  many 
pleasant  gatherings. 


THOMAS  DILL, 

Sharon,   Pennsylvania. 

Born  in  Baltimore,  Maryland,  February  28,  1852, 
Thomas  Dill  left  school  at  the  age  of  14,  and  began 
his  railroad  career  as  an  engine  wiper  for  the  Atlantic 
&  Great  Western.  He  began  to  fire  on  the  Erie  in 
1868,  and  was  promoted  to  engineer  ia  1870.  After 
pulling  freight  three  years  he  was  advanced  to  a  pas- 
senger run,  and  for  the  past  twenty-five  years  has  run 
between  Sharon  and  Akron.  Mr.  Dill  was  married 
December  5,  1874,  to  Miss  Ella  Stevens  of  Youngs- 
town,  and  they  have  tw'o  children,  a  son  and  daughter. 
The  family  is  one  of  the  best  in  Sharon,  being  highly 
respected  by  all.  Mr.  Dill  is  regarded  as  one  of  the 
Erie  fixtures,  his  long  and  efficient  services  having 
won  him  the  highest  of  approval  from  his  superiors 
and  the  traveling  public. 


ANDREW  J.    DILLON, 

Port  Jervis,  New  York. 

Andrew  J.  Dillon,  whose  portrait  accompanies  this 
sketch,  is  a  native  of  Susquehanna,  Pennsylvania,  hav- 
ing been  born  in  that  city  on  January  6,  1866.  The 
family  moved  to  Watkins,  near  Elmira,  New  Y'ork, 
when  he  was  quite  young,  so  it  was  there  that  he  re- 
ceived his  schooling  and  grew  to  be  a  young  man. 
In  1883  he  began  work  as  a  lineman  on  the  Erie,  and 
remained  in  that  branch  of  the  service  for  three  years, 
going  out  then  as  a  brakeman,  which  after  a  year  he 
quit  to  become  a  fireman.  In  February,  1887,  he  made 
his  first  trip  on  engine  540  with  Engineer  George  Mor- 
gan, and  subsequently  fired  passenger  between  Port 
Jervis  and  Jersey  City  until  September  4,  1890.  On 
this  date  he  was  promoted  to  engineer  and  sent  out  on 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


241 


MATTHEW     DEWEY. 


CHARLES  II.   Dir.r,. 


242 


ERIE    RAILWAY    EDITION. 


engine  705.  Since  (liat  time  he  has  had  a  regular 
ireight  run  between  Port  Jervis  and  Jersey  City,  and 
ueing  a  man  in  whom  the  officials  have  utmost  con- 
fidence he  is  frequently  called  for  extra  passenger  duty. 
]Mr.  Dillon  has  always  had  good  luck  in  his  railroad 
career  and  has  never  had  any  wrecks  or  accidents  to 
account  for.  The  same  good  fortune  has  attended  hi^ 
life  in  other  respects,  and  he  has  accumulated  quite  a 
competence,  which  is  well  invested  in  Port  Jervis 
property.  On  June  20.  1888,  Mr.  Dillon  was  united 
in  marriage  to  Miss  Catherine  Donahue,  of  Port 
Jervis,  and  they  have  had  five  children,  three  boys  and 
two  girls.  The  oldest  boy,  had  he  lived,  would  now  be 
10  years  old.  The  oldest  boy  now  living  is  6  years  of 
age.  Mr.  Dillon  is  a  member  of  Division  54.  B.  of 
L.  E.,  and  the  C.  M.  B.  A.  of  Port  Jervi.s. 


CHARLES  H.   DILL. 
Cleveland,   Ohio. 

Charles  H.  Dill  began  his  highly  successful  railroad 
career  at  the  bottom  of  the  ladder  when  he  was  but 
16  years  of  age,  and  by  perseverance  and  continuous 
work  has  won  himself  a  high  place  on  the  list  of  Erie 
engineers.  He  was  born  in  Hudson,  Ohio,  November 
18,  1855,  and  when  he  was  six  months  old  his  parents 
moved  to  Cleveland,  at  which  place  he  attended  school 
until  he  was  15  years  of  age,  when  he  went  to  work  in 
a  bottling  works.  He  held  this  place  about  a  year, 
leaving  it  to  accept  a  place  as  wiper  in  the  Erie  round- 
house at  Youngstown.  A  year  later  he  was  advanced 
to  fireman,  and  then  followed  three  years  of  service  on 
freight  and  six  years  on  passenger,  receiving  his  pro- 
motion to  engineer  in  August,  1880.  He  ran  a  yard 
engine  for  two  years  and  was  then  advanced  to  road 
work,  since  which  time  he  has  been  continuously  in 
the  freight  service.  He  is  one  of  the  most  competent 
engineers  of  the  Mahoning  Division,  and  his  popu- 
larity extends  not  only  among  his  fellow  employes  and 
neighbors  in  Cleveland,  but  to  the  officials  of  the  road. 
He  was  married  November  18,  1877,  to  Miss  Elizabeth 
Hughes,  of  Youngstown,  and  they  have  a  charming 
family  of  four  children,  one  son  and  three  daughters. 
Murel,  aged  19,  is  a  high  school  graduate  and  holds  a 
position  as  bookkeeper  in  a  large  Cleveland  firm; 
George  Ellsworth,  aged  18,  is  a  call  boy  in  the  em- 
ploy of  the  Erie;  Olive  J.  aged  12,  and  Ella  J.,  aged 
8,  are  attending  school.  Mr.  Dill  is  a  member  of 
Devereaux  Lodge,  No.  167,  B.  of  L.  E.,  and  owns  a 
very  pleasant  home  on  Jennings  Avenue. 


IIANV    E.    DILL, 

Sharon.    Pennsylvania. 

Hany  E.  Dill  was  born  in  Hudson,  Ohio,  in  January, 
1856,  and  his  father  dying  when  he  was  but  11  years 
of  age  forced  him  to  quit  school  and  earn  his  own  liv- 
ing. He  went  to  work  in  CortwTight  &  McCarty's 
rolling  mill  at  Youngstown,  where  he  remained  a  year 
and  a  half,  leaving  to  accept  a  position  with  the  Luton 
Washer  factory,  where  he  stayed  about  the  same  length 
of  time.  In  1868  he  began  his  railroad  career  as  a 
wiper  on  the  Atlantic  &  Great  Western,  serving  in 
this  capacity  four  years  when  he  was  promoted  to 
fireman.  He  fired  eight  years  and  then  left  to  accept 
a  similar  position  on  the  Pittsburg  &  Lake  Erie,  but 
after  one  year  with  this  company  he  returned  to  the 
Erie  where  he  fired  and  ran  extra  for  a  year,  being 
then  promoted  to  engineer,  since  which  tiine  he  has 
been  engaged  continuously  in  the  freight  service.  Mr. 
Dill  was  in  one  serious  accident,  which  was  occasioned 
by  a  double-header  freight  running  into  a  tight  switch 
at  Pymatuning,  Pennsylvania.  The  head  engine  turned 
completely  over  and  was  damaged  but  little,  the  en- 
gineer and  fireman  jumping.  Mr.  Dill  and  his  fireman 
stuck  to  their  posts  and  were  miraculously  saved  from 
even  injury,  being  thrown  free  of  the  wrecked  cars 
that  piled  upon  and  demolished  the  second  engine. 
In  December,  1885,  Mr.  Dill  was  married  to  Miss 
Kate  Stevens,  a  daughter  of  James  Stevens,  of  Alli- 
ance, Ohio,  and  they  have  two  very  interesting  chil- 
dren, Fred,  aged  13,  and  Hazel,  aged  11,  who  are  at- 
tending school.  Mr.  Dill's  mother  lives  in  Sharon,  and 
though  65  j'ears  of  age,  is  hale  and  hearty,  and  does 
her  own  work.  Mr.  Dill  is  the  oldest  member  of  the 
Mahoning  Division  199,  B.  of  L.  F.,  and  is  recognized 
as  one  of  the  most  conscientious  and  capable  engineers 
of  the  Mahoning  Division.  He  owns  a  pleasant  home 
in  Sharon,  and  is  a  valued  resident  of  that  growing 
city.  His  brother  Charles  Dill,  is  an  engineer  on  the 
Pittsburg  &  Western  Railroad,  at  Painesville.  Ohio. 


GEORGE  W.  DINSMORE, 

Susquehanna.   Pennsylvania. 

General    Foreman    Susquehanna   Shops. 

George  W.  Dinsmore  was  born  in  Susquehanna, 
Pennsylvania,  July  4,  1854,  and  is  the  son  of  Samuel 
Dinsmore,  foreman  of  the  Erie  roundhouse  at  Susque- 
hanna. Mr.  Dinsmore  received  a  high  school  educa- 
tion and  began  his  railroad  career  in  December,  1869. 
as  a  machinist's  apprentice  in  the  shops  of  the  Erie. 
After  serving  four  years'  apprenticeship  he  worked  at 


AMERICAN    LOCOMOTI\'E    F.XGIXEF.RS. 


243 


H.    E.    DILL. 


MICHAKL    DOLLARD, 


244 


ERIE    RAILWAY    EDITION. 


his  trade  for  fifteen  years,  being  promoted  to  Assist- 
ant General  Foreman  in  1888.  A  year  afterward  he 
resigned  and  accepted  a  position  as  a  machinist  for 
the  Mexican  Central  Railroad  in  the  City  of  Mexico. 
After  six  months  he  resigned  on  account  of  sickness 
and  returned  north.  He  worked  four  months  in  the 
Susquehanna  shops  and  then  went  to  Portland, 
Maine,  where  for  three  years  he  worked  for  the  East- 
ern Forge  Company,  having  entire  charge  of  the  ma- 
chinery and  men.  He  returned  to  Susquehanna  in 
1893  and  was  engaged  by  the  Erie  as  General  Foreman, 
having  charge  of  all  departments  in  the  Erie  shops  at 
this  point.  Mr.  Dinsmore  was  married  in  1881  to 
Miss  Catherine  Knise  of  Susquehanna,  and  three  chil- 
dren were  born  to  them.  Alice  and  Bertha  are  attend- 
ing Laurel  Hill  Academy,  and  Clara,  the  youngest,  is 
6  years  of  age.  Mrs.  Dinsmore  departed  this  life  in 
1896,  and  in  March,  1898.  Mr.  Dinsmore  was  united 
in  marriage  to  Miss  Lottie  Johnson,  and  they  reside 
in  their  own  pleasant  home  on  West  Main  Street.  Mr. 
Dinsmore  is  a  member  of  the  Royal  Arcanum  and 
Knights  of  Pythias.  He  is  a  man  of  fine  habits  and 
education  and  is  universally  respected  and  admired  by 
his  acquaintances  and   fellow  citizens. 


JA]\IES   E.   DOE, 

Port  Jervis,  New  York. 

James  E.  Doe,  one  of  the  competent  freight  men  of 
the  New  Y'ork  Division,  was  born  in  Jersey  City, 
New  Jersey,  on  March  22,  1862.  His  father  was 
Richard  Doe,  a  carpenter  of  that  place,  and  the  young 
man  attended  the  public  schools  of  Jersey  City  until  he 
vifas  18  years  of  age,  acquiring  a  fine  common  school 
education.  His  first  occupation  was  that  of  a  clerk  in  a 
grocery  store,  but  a  short  experience  in  that  line  con- 
vinced him  he  was  better  suited  for  some  other  busi- 
ness, and  he  started  west  in  search  of  his  fortune.  In 
1881  he  entered  the  employ  of  the  Hannibal  &  St.  Joe 
Railroad  as  an  apprentice  in  the  machine  shops  at 
Brookfield,  Missouri,  remaining  there  until  1883,  when 
he  returned  east,  locating  in  New  York  City,  where 
for  one  year  he  worked  in  the  New  Y'ork  City  Iron 
Works.  On  severing  his  connection  with  this  com- 
pany he  secured  a  position  as  fireman  with  the  Erie 
Railroad  Company,  and  for  five  years  fired  passenger 
trains  7  and  12,  and  13  and  14  on  the  New  Y'ork  Di- 
vision. The  company  was  quick  to  recognize  his  de- 
votion to  duty,  and  in  1888  he  was  promoted  to  en- 
gineer and  assigned  to  the  freight  department  between 
Port  Jervis  and  Jersey  City,  in  which  capacity  he  is 
serving  at  the  present  time.  Air.  Doe  is  a  member  of 
Port  Jervis  Lodge  K.  of  P.,  and,  being  an  unmarried 
man,  is  quite  popular  in  the  social  circles  of  Port 
Jervis. 


MICHAEL   DOLLARD, 
Chicago,  Illinois. 

On  September  29,   1838,   Michael  Dollard   was  born 
m  Ireland,  where  he  secured  his  education,  having  at- 
tended school  until  he  was  12  years  of  age.     At  that 
time,    1850,    his    father,    Patrick    Dollard,    who    was    a 
farmer,  emigrated  to  this  country  with  his  family  and 
settled  in  Newburgh,  New  Y'ork.     Mr.  Dollard  secured 
a  position  in  Sweet,  Nichols  &  Shields'  machine  shop, 
with  whom  he  remained  three  years,  being  then  trans- 
ferred to  Williamsburg,  New  Y'ork,  where  he  worked 
two   years   as    a   machinist,    resigning   then   to    go    to 
Chicago.      Here     he    secured    a    place    with     Stevens 
Brothers   as   stationary   engineer,   but  after  a   year   he 
resigned  to  accept  a  position  as  fireman  on  the  Rock 
Island  Railroad.     He  ran  between  Chicago  and  Peru, 
Illinois,  for  some  time,  and  then  was  transferred  to  the 
machine  shops  of  the  company.     In  1861   Master  Me- 
chanic Jacob  Bamey  promoted  him  to  engineer  and  he 
ran  a   switch   engine   in  the   Chicago  j-ards  until    1864 
when   he   resigned   to   go   south   in   the   service  of  the 
government.      He    ran    an    engine    on    the   Atlantic   & 
Chattanooga   for   the    war   department   until   the   close 
of  the  war,  when  the  road  was  restored  to  its  original 
owners.     Air.  Dollard  remained  in  their  service  for  over 
a  year  running  an  accommodation  passenger  train  be- 
tween Dalton  and  Kingston,  Georgia.     In  1866  he  re- 
signed   and    returned    north    to    accept    a    position    as 
roundhouse  foreman  at   Chicago  for  the  Rock  Island. 
Five  years  later  he  resigned  and  went  with  the  Ameri- 
can   Bridge    Works   as   stationary   engineer,   but   after 
two  years  he  left  their  employ  and  accepted  a   switch 
engine  in  the  Lake  Shore  &  Alichigan  Southern  yards 
at  Chicago,  where  he  remained  three  years.     In  1883, 
he  entered  the  service  of  the  Erie  under  Master  Me- 
chanic Ackley,  and  for  some  time  ran  an  engine  be- 
tween Chicago  and  Hammond,  Indiana.     He  was  then 
transferred  to  a  switch  engine  in  the   Chicago  yards, 
which  place  he  still  holds.     Mr.  Dollard  is  recognized 
liy   the   officials   as  a   highly   competent  engineer,   and 
they   esteem   him  very  highly.     His   qualifications   en- 
title him  to  road  work  on  good  runs,  but  he  declines 
to   accept   any   advances,   being  entirely   satisfied  with 
his  present  position.     Personally  there  is  not  a  man  on 
the  division  who  is  more  highly  regarded,  his  fine  char- 
acter and  true  manliness  having  won  him  the  friend- 
ship of  his  fellow  workmen  and  his  many  acquaintances 
everywhere.     In   May  of  1862  Mr.   Dollard  was  united 
in  marriage  to  Miss  Margaret  Ryan,  who  died  in  Feb- 
ruary,   iSSq.      Four   children   were   born   to   them,   the 
oldest  of  whom,  John,  died  in  his  infancy.    The  others, 
Anna,  William  and  Nellie,  are  all  married.     Mr.   Dol- 
lard owns  several  fine  houses  on  Dearborn  Street,  and 
each  of  his  children  occupies  a  home  owned  by   Mr. 
Dollard,  who  lives  with  each  of  his  children  in  turn. 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


24S 


JOHN    T.    DONNELLY. 


PATRICK  J.  DONOVAN. 


246 


ERIE    RAILWAY    EDITION. 


WILLIAM  H.  DOOLEV.  JR., 

\\'ald\vick.   New  Jersey. 

The  son  of  William  H.  Dooley,  Sr.,  one  of  the  Erie's 
oldest  engineers,  the  subicct  of  this  sketch  very  natu- 
rally took  to  railroading;  and,  with  the  love  of  ma- 
chinery and  engines  as  an  inheritance,  the  calling  he 
has  elected  to  follow  finds  in  him  an  enthusiastic  and 
efficient  workman.  Born  in  Paterson,  New  Jersey, 
February  4.  1864,  he  attended  the  public  and  high 
schools  of  that  city  until  he  was  18  years  of  age.  Pos- 
sessing then  an  education  far  above  the  average,  Mr. 
Dooley  found  the  road  to  success  made  easier,  and 
from  the  rapid  advances  he  has  experienced  time  alone 
will  tell  how  high  he  will  climb  in  railroad  circles.  In 
the  spring  of  1882  he  began  working  for  the  Erie  as  an 
apprentice  in  the  Jersey  City  Machine  Shops,  and  four 
years  later,  having  mastered  the  intricacies  of  the  ma- 
chinists' trade,  he  accepted  a  position  as  fireman  and 
ran  on  the  New  York  Division  for  the  next  two  years. 
In  i888  he  resigned  and  entered  the  employ  of  the 
N.  Y.,  O.  &  W.  as  Roundhouse  Foreman  at  Norwich. 
New  York,  a  position  he  filled  acceptably  until  1894, 
when  he  resigned  and  returned  to  the  Erie.  For  three 
years  he  worked  as  a  machinist  in  the  roundhouse  at 
Jersey  City,  being  promoted  by  Master  ^lechanic 
Childs  in  1897  to  the  position  of  Foreman  of  the  Erie's 
roundhouse  at  Bergen.  This  position  he  has  held  ever 
since,  and  his  ability  to  fill  a  more  responsible  place 
will  no  doubt  be  soon  rewarded,  for  he  holds  the 
esteem  of  his  fellow  workmen  and  enjoys  the  confi- 
dence of  his  superiors.  On  June  11,  1897,  Mr.  Dooley 
was  married  to  Miss  Mary  Waldenger,  an  estimable 
young 'lady  of  Paterson,  New  Jersey,  and  one  child. 
Hazel,  aged  5  years,  has  come  to  make  their  home 
dearer  to  them.  Mrs.  Dooley  is  a  member  of  Acai 
Lodge  of  the  Eastern  Star,  Jersey  City;  while  Mr. 
Dooley  belongs  to  the  Benevolent  Lodge,  No.  45. 
F.  &  A.  M.,  of  Paterson. 


WILLIA^NI  DOOLEY, 
WaUhvick,  New  Jersey. 


regular  run,  but  from  i<S6o  till  1867  he  had  the  run  be- 
tween Paterson  and  Suffern,  and  from  that  time  on  was 
in  passenger  service,  having  the  local  run  between  Pat- 
erson and  Jersey  City,  and  is  now  in  charge  of  the  local 
between  Waldwick  and  Jersey  City,  his  regular  engine 
being  No.  591.  He  has  always  been  among  the  for- 
tunate ones,  no  serious  accidents  being  laid  to  his 
charge,  and  no  complaints  of  neglect  of  duty  ever  hav- 
ing been  brought  against  him.  Mr.  Dooley  was  a 
charter  member  of  Division  No.  135  of  Jersey  City, 
B.  of  L.  E.,  though  he  had  been  identified  with  the 
Brotherhood  even  before  the  organization  of  that  di- 
vision. He  has  been  for  many  years  the  Second  As- 
sistant Engineer  of  this  division,  a  position  which  has 
entailed  upon  him  very  arduous  duties,  and  that  he  has 
for  so  many  years  filled  this  important  place  to  the 
satisfaction  of  his  brother  engineers  is  abundant  testi- 
mony to  the  sterling  character  of  the  man.  A  mem- 
ber of  Benevolent  Lodge,  No.  45.  F.  &  A.  M.,  he  is 
entitled  to  be  considered  a  veteran  ]\Iason,  although 
his  duties  on  the  road  have  prevented  him  from  hold- 
ing office  with  his  lodge.  Mr.  Dooley  is  a  member 
of  the  Market  Street  Methodist  Church,  of  Paterson, 
New  Jersey.  In  1859  he  was  married  in  Jersey  City 
to  ISIiss  Sarah  C.  Loman,  and  they  now  have  their 
home  in  Waldwick,  New  Jersey.  And  they  have  been 
most  singularly  fortunate  in  their  children,  having  si.x — 
four  sons  and  two  daughters.  Of  the  sons,  William  H. 
Dooley  is  the  well  known  and  well  liked  foreman  of 
the  roundhouse  at  Bergen;  Charles  L.  Dooley.  now 
the  manager  of  the  Montreal  Baseball  Club,  a  figure 
in  the  baseball  world  familiar  to  the  myriad  lovers  of 
our  national  game;  Fred  L.  Dooley,  now  with  the 
First  National  Bank  of  Paterson,  and  Frank,  whose 
railroad  instincts  would  not  be  denied,  and  who  is  now 
a  fireman  on  the  New  York  &  Susquehanna  Railroad. 
The  two  daughters,  Mary  J.  Dooley  and  Jennie  L. 
Dooley,  are  residing  with  their  parents  at  the  home  in 
Waldwick.  All  these  years  of  continuous  service  have 
left  few  marks  on  Mr.  Dooley.  He  is  upright  and 
vigorous  and  is  today  as  abundantly  able  to  carry  on 
his  shoulders  the  responsibilities  placed  there  by  his  oc- 
cupation, and  by  the  demands  made  upon  his  time  and 
energies  by  his  fellow  engineers. 


William  Dooley  was  born  at  Saugerties.  New  York, 
and  up  to  the  age  of  21  he  worked  on  the  farnt,  going 
to  school  between  times.  At  the  latter  age  he  began 
firing  on  the  Hudson  River  Railroad,  before  it  was 
consolidated  with  the  New  York  Central.  Here  he 
remained  for  three  years,  at  the  end  of  which  time  he 
came  to  the  Erie,  and  went  to  work  as  a  fireman,  but 
after  one  year  of  service  in  this  capacity  he  was  made 
an  engineer,  being  today  one  of  the  Erie's  oldest  and 
most  valued  engineers.    Up  to  i860  Mr.  Dooley  had  no 


JOHN  T.  DONNELLY, 

Jersey  City.   New  Jersey. 

Yoimg  in  years.  Jnhn  T.  Donnelly  is  already  known 
as  "Old  Jack."  he  having  been  an  engineer  for  the  past 
nine  years,  or  since  he  was  23  years  of  age.  The  son  of 
Patrick  Donnelly,  a  hotelkeeper  of  Sloatsburg.  New 
York,  he  was  born  in  that  city  February  20,  1867.     At 


AMERICAN    I.()C().MOTI\K    ENGINEERS. 


247 


WILLIAM  DOOLET,  SR. 


WILLIAM  H.  DOOLEY,  JR. 


248 


ERIE    RAILWAY    EDITION. 


the  age  of  12  he  left  school  and  began  work  on  the 
Erie,  working  in  the  construction  and  track  depart- 
ment for  six  years.  In  July.  1886,  he  was  advanced 
to  fireman,  in  which  capacity  he  served  one  year  on 
freight  and  three  years  on  passenger.  He  was  pro- 
moted to  engineer  in  August,  1890,  and  after  running 
freight  three  years  was  placed  on  the  call  for  extra  pas- 
senger work.  On  June  3,  1896.  Mr.  Donnelly  was  mar- 
ried to  Miss  Anna  Cavanaugh,  daughter  of  Lewis 
Cavanaugh,  a  painter  of  Jersey  City,  New  Jersey.  She 
died  January  ,?i,  1897.  Mr.  Donnelly  is  possessed  of 
that  quality  which  makes  fine  engineers  and  great 
runners — an  iron  nerve.  His  perfect  fearlessness  when 
grasping  the  throttle  of  one  of  the  Erie's  best  loco- 
motives, and  his  intuitive  faith  that  "she  will  stick  to 
the  rails  somehow"  no  matter  how  much  steam  he 
gives  her,  is  perhaps  the  reason  he  was  selected  by  tlie 
officials  to  make  the  run  from  Jersey  City  to  Port 
Jervis  with  the  New  York  Journal's  record-breaking 
paper  train  on  February  13,  1898.  The  train  ran  from 
Jersey  City  to  Buffalo,  a  distance  of  425  miles  in  426 
minutes.  This  included  all  stops  and  the  changing  of 
engines  three  times.  A  mile  a  minute  is  nothing  in 
these  days,  but  this  paper  train  was  forced  to  keep  up 
a  rate  of  from  seventy-five  to  eighty  miles  an  hour 
tlie  entire  distance,  and  each  of  the  four  engineers 
must  have  felt  like  saying  good-by  to  earthly  things 
when  they  voluntarily  accepted  the  call  to  break  all 
previous  records.  The  train  consisted  of  three  cars, 
and  the  engine  "Old  Jack"  left  the  Jersey  City  depot 
with  was  the  374,  at  that  time  the  very  best  and  fastest 
engine  on  the  division.  He  had  perhaps  more  stops 
than  any  of  the  other  engineers,  and  his  entire  run  was 
made  at  night,  but  he  landed  the  train  at  Port  Jervis. 
eighty-eight  miles  in  ninety  minutes.  Superintendent 
M.  W.  Maguire  was  in  the  cab  with  him  all  the  way. 
The  train  crew  claim  that  some  of  the  newspaper  men 
got  such  a  hair-raising  that  night  that  they  have  been 
compelled  to  comb  it  a  la  pompadour  ever  since. 


JOHN  B.  DONOVAN, 

Youngstown,  Ohio. 

John  B.  Donovan  is  one  of  the  prominent  men  ol 
Youngstown,  being  identified  with  the  city's  politics 
and  a  leader  among  the  railroad  men.  He  is  a  mem- 
ber of  the  Independent  Railway  Club.  Chairman  of  the 
Ohio  State  Legislative  Board  of  the  B.  of  L.  E.,  and 
has  been  Chief  of  Division  329  for  the  past  nine  years. 
Mr.  Donovan  was  born  in  Concord,  New  Jersey,  on 
July  4,  1850.  The  family  moved  to  Ohio  when  he  was 
15  years  of  age,  and  he  immediately  secured  a  situation 
as  a  nail  cutter,  working  in  that  capacity  for  three 
years.     He  then  accepted  a  position  as  switchman  on 


the  Atlantic  &  Great  Western,  being  advanced  to  fire- 
man in  May,  1869.  He  was  promoted  to  engineer  in 
August,  1872,  and  has  been  running  ever  since,  having 
never  missed  but  one  pay-day  since  he  entered  the 
service,  that  being  on  account  of  a  lay-ofT  from  sick- 
ness. Mr.  Donovan  was  married  August  14,  1877,  to 
Miss  Anna  M.  Law,  of  Youngstown,  a  highly  cultured 
and  accomplished  lady.  Mr.  Donovan  is  a  member  of 
the  Knights  of  Pythias,  and  with  his  wife  is  prominent 
in  social  circles. 


PATRICK  J.  DONOVAN, 

Buffalo,  New  York. 

The  features  depicted  here  need  but  little  introduc- 
tion to  the  men  of  the  South  Western  Division  of  the 
Erie.  For  the  benefit  of  the  few  who  do  not  know 
him,  however,  we  will  say  they  are  those  of  Patrick 
J.  Donovan,  who  was  born  in  Bufifalo  and  whose  early 
education  was  obtained  at  St.  Patrick's  School  in  that 
city.  But  we  will  tell  Mr.  Donovan's  story  in  his  own 
words.  He  says:  "When  I  was  a  little  chap  we  lived 
close  to  the  old  Bufifalo  and  Jamestown  engine  house. 
In  those  days  I  used  to  look  upon  the  old  Brooks' 
engines  with  boyish  astonishment  and  delight,  for  they 
were  as  pretty  as  a  picture,  and  little  did  I  think  that  I 
would  ever  master  one  of  them.  .-Vt  14  years  of  age  I 
began  tc  learn  the  trade  of  a  plumber,  at  which  I  served 
my  time.  My  parents'  chief  desire  was  to  give  each  of 
their  boys  a  trade,  but  my  father's  seeming  anxiety  was 
that  one  of  his  boys  should  become  a  railroad  engineer, 
so  following  my  own  inclination,  as  well  as  my 
father's  desire,  I  abandoned  my  trade  and  applied  at 
the  Erie  shops  for  a  job.  Being  a  stranger  and  unac- 
quainted with  anyone  there  I  naturally  had  to  begin  at 
the  bottom,  wiping  engines.  The  General  Foreman 
was  surprised  that  a  man  with  a  trade  should  be  willing 
to  take  up  this  work,  but  I  told  him  of  my  ambition  to 
become  an  engineer  and  he  put  me  to  work  nights. 
After  awhile  I  became  assistant  to  the  hostler,  and 
finally  went  on  the  road  as  fireman  on  the  Buffalo  and 
South  Western  Division,  between  Buffalo  and  James- 
town, New  York,  and  Buffalo  and  Irvington,  Pennsyl- 
vania. While  employed  as  fireman,  I  must  say,  1 
worked  with  some  of  the  finest  men  I  ever  met  in  my 
life,  among  them  being  James  Donahy.  Eugene 
Haynes.  Wallace  Russell,  Allen  McDonald,  Dick 
Bunstead.  Frank  Albrecht.  William  Kaupp,  Tom  Griffin. 
John  Glair  and  many  others.  I  am  glad  to  say  I  ap- 
preciated their  company.  Amongst  these  is  one  who 
will  be  recognized  by  his  familiar  nickname  of  'the 
Hoodlum,'  or  'Hood.'  Well,  the  'Hood'  is  a  good  fel- 
low with  a  heart  as  big  as  his  body,  and  I  will  tell  o( 
a  little  occurrence  that  happened  while  I  was  firing  for 


AMERICAN'    LC)CO.M(JTI\E    EXGIXEERS. 


249 


JAMES    DRUMMOND. 


JOH'N  DULEY. 


250 


ERIE    RAILWAY    EDITION. 


liim.  One  day,  being  called  on  sliort  notice  to  dead- 
head to  Salamanca  to  bring  a  pusher  engine  to  Go- 
wanda,  I  started  in  a  hurry,  without  working  clothes. 
Arriving  at  the  latter  place  we  did  not  return  imme- 
diately home,  as  we  expected,  but  were  put  to  work- 
on  the  hill.  As  we  had  no  brakeman  with  us  I  had  to 
do  considerable  climbing  up  and  down  in  order  to 
throw  switches.  In  so  doing,  I  not  only  lost  the  most 
of  my  suspender  buttons  from  off  my  store  clothes,  but 
succeeded  in  breaking  the  galluses  as  well.  The  'Hood' 
himself  being  a  newly  married  man  was  also  naturally 
anxious  to  get  home,  though  he  said  nothing.  Before 
long,  however,  the  boys  noticed  his  apparent  con- 
straint, and  began  to  joke  him  about  it.  The  'Hood' 
took  it  all  in  good  part  for  some  time  and  made  no 
response  to  their  teasing.  After  a  while,  however,  the 
pressure  got  too  great  and  he  exclaimed:  'Well,  it's  all 
right  for  you  fellows  who  live  here,  but  there's  Paddy, 
poor  boy,  without  a  button  on  his  pants!'  This  elicited 
a  laugh  all  round,  but  as  to  whether  the  joke  was  on 
Paddy  or  the  'Hoodlum,'  I  will  leave  it  to  the  boys 
who  know  us  both.  For  three  years  I  fired  on  freight 
and  two  on  passenger  trains,  and  after  these  five  years 
of  an  unsuccessful  attempt  to  fill  up  that  hole  with 
black  diamonds  while  'the  other  fellow'  was  taking  it 
out  at  the  other  end  (through  the  smokestack)  I  was 
called  up  for  promotion.  This  occurred  in  the  spring 
of  1890,  and  shortly  after  I  was  put  in  charge  of  an 
engine  on  the  B.  S.  W.  Division,  where  I  have  con- 
tinued ever  since,  with  the  exception  of  a  few  short  in- 
tervals of  business  depression.  Strange  to  say,  I  have 
nni  the  verj'  same  engine  that  I  used  to  look  upon 
with  such  wonder  in  my  childhood  days.  Whatever  my 
future  may  be,  my  past  has  been  .very  pleasant.  I 
have  been  very  successful  in  my  railroad  career  and 
have  come  out  very  well  financially,  for  during  that 
time,  I  have  had  the  pleasure  of  taking  care  of  my 
mother,  father  and  two  sisters,  besides  having  a  little 
laid  by  for  a  'rainy  day.'  The  key  to  this  success,  I 
believe,  has  been  sobriety,  for  I  can  modestly  say  that 
I  have  never  allowed  a  drop  of  intoxicating  liquor  to 
pass  my  lips,  nor  have  I  ever  used  tobacco  in  any 
form.  The  money  spent  for  such  purposes  can  be  put 
to  better  use  for  home  and  family,  and  the  motto  I 
hold  up  for  all  men  is  'sobriety,'  so  that  when  we  fall 
in  the  battle  of  life,  the  sober,  industrious  lesson  taught 
by  us,  will  hold  our  fellowmen  to  the  path  of  domestic 
comfort  which  should  be  the  joy  of  all  men.  While  as 
fireman  I  was  a  member  of  the  B.  of  L.  F.,  and  passed 
through  all  the  subordinate  lodge  offices  except  that  of 
Secretary.  At  present  I  am  a  member  of  Division  No. 
15,  B.  of  L.  E.,  of  Buffalo.  I  will  say  nothing  of  the 
fast  rides  we  sometimes  get  over  the  mountains,  for  I 
don't  wish  to  shatter  the  nerves  of  any  of  the  boys 
who  may  by  chance  come  our  way.     So  I  will  close  this 


narrative  with  my  best  wishes  for  the  success  of  the 
good  old  Erie  road  and  the  boys  employed  thereon; 
and  may  God  guide  its  officials  and  employes  in  the 
discharge  of  all   duties  in  life.  P.  J.   Donovan." 


CHARLES  J.   DOTY, 

Waldwick,  New  Jersey. 

Charles  J.  Doty  was  born  between  Port  Jervis  and 
Black  Rock,  New  Y'ork,  on  May  4,  1849,  and  went  to 
school  at  Black  Rock  and  Carpenter's  Point  until  he 
was  14  years  of  age.  He  began  his  railroad  career  in 
the  humble  capacity  of  water  boy  for  section  hands,  but 
in  that,  as  well  as  every  work  he  has  been  assigned  to 
do,  he  put  forth  his  best  efforts,  and  this  has  been  the 
keynote  of  his  success.  From  water  boy  he  was  ad- 
vanced to  brakeman  and  flagman,  and  their  to  fireman 
in  the  fall  of  1868,  his  first  run  being  on  engine  298 
under  the  direction  of  Engineer  Henry  Lawrence. 
.\fter  firing  on  the  Erie  for  some  years  he  went  to  the 
Iron  Mountain  Railroad  where  he  was  given  an  engine 
in  1874,  and  for  two  years  ran  between  Poplar  Bluff, 
Missouri  and  Texarkana,  Texas.  He  then  returned 
east,  and  in  1877  ran  on  the  Fall  Brook  Railroad  be- 
tween Corning,  New  Y'ork  and  Williamsport,  Pennsyl- 
vania. He  returned  to  the  employ  of  the  Erie  and 
on  September  15,  1886,  was  given  engine  595  on  a  run 
between  Jersey  City,  Port  Jervis  and  Newburgh.  Mr. 
Doty  was  married  in  the  fall  of  1884  to  Miss  Mary 
Rotsell  of  Corning,  New  York,  and  they  have  one 
child,  a  boy  of  12  years,  who  is  attending  school  at 
Waldwick.  Mr.  Doty  was  a  member  of  the  B.  of  L.  E. 
for  twelve  years,  but  is  not  affiliated  with  that  order 
now.  He  is  a  property  owner  and  leading  citizen  of 
Waldwick,  and  with  his  family  attends  the  Catholic 
Church. 


JAMES  J.  DOUGLAS, 

Marion,  Ohio. 

James  J.  Douglas  was  19  years  of  age  when  he  en- 
listed in  Company  K,  120th  O.  V.  I.  His  regiment 
was  formed  in  1862,  and  was  immediately  sent  south 
and  Mr.  Douglas  participated  in  some  of  the  hardest 
fights  of  the  war,  particularly  the  campaign  against 
Vicksburg,  battle  of  Fort  Hindman,  and  Arkansas 
Post.  Mr.  Douglas  was  born  February  12,  1844,  in 
Richland  County.  Ohio,  where  his  father,  David  Doug- 
las, a  prominent  farmer  and  contractor,  lived  for  many 
years.  The  young  man  left  school  at  the  age  of  13 
years  and  worked  for  a  while  on  his  father's  farm,  leav- 
ing that  to  assist  his  father  on  bridges  he  had  contract- 
ed to  build  on  the  Sandusky  &  Mansfield  and  Cleveland 


AMERICAN    LOCOMOTI\E    ENGINEERS. 


251 


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WILLIAM   B.    DL'NBAR. 


JOHN  DUXLEA. 


252 


ERIE    RAILWAY    EDITION. 


&  Colunil)ii>  Railroads.  He  was  at  this  work  in  1862, 
when  he  enlisted,  and  after  he  had  been  mustered  out 
of  the  army  in  1865.  he  recuperated  for  awhile  on  his 
brother's  farm,  and  then  in  February,  1866,  accepted  a 
position  as  fireman  on  the  Atlantic  &  Great  Western 
Railroad.  After  two  years  continuous  and  able  ser- 
vice he  was  promoted  to  engineer  and  ran  an  engine 
between  Dayton  and  Kent,  Ohio,  until  1870,  when  he 
resigned  and  accepted  a  similar  place  on  the  Baltimore 
&  Ohio  Railroad,  and  for  two  years  ran  between  San- 
dusky City  and  Newark,  Ohio.  In  1872  he  returned  to 
service  on  the  A.  &  G.  W..  and  in  1882  was  assigned 
to  construction  work  at  Marion,  on  the  Chicago  & 
Atlantic,  but  after  a  short  time  was  given  an  engine  in 
the  passenger  service.  From  time  to  time  he  was  ad- 
vanced in  the  importance  of  his  runs  until  he  was  given 
a  run  on  passenger  trains  No.  i  and  2  between  Marion 
and  Huntington,  w^hich  he  has  held  for  the  past  six- 
teen years.  He  is  one  of  the  best  passenger  engineers 
in  the  employ  of  the  Erie,  and  on  different  occasions 
has  received  congratulatory  messages  from  his  su- 
periors regarding  fast  runs  and  other  displays  of  his 
ability.  In  September,  1867,  he  was  married  to  Miss 
Susie  Stroup,  daughter  of  John  Stroup.  a  millwright 
of  Springfield,  Ohio,  and  five  children  have  been  born 
to  them.  Gertrude,  30  years  of  age,  is  married  to  Dr. 
Weeks  of  Marion;  John  died  at  the  age  of  6  months; 
Florence,  aged  21.  has  for  several  years  been  the 
cashier  of  a  popular  dry  goods  store  of  Marion: 
William  F.,  aged  19,  is  a  clerk  in  the  Farmers'  and  Me- 
chanics' Bank  of  Marion;  George  died  at  the  age  of  19 
months.  Mr.  Douglas  is  a  property  owner  of  Marion, 
and  a  member  of  B.  of  L.  E.,  Division  16.  He  is  also 
accident  and  life  insurance  agent  of  the  Pacific  Mutual 
Company  of  California.  His  career  as  a  railroad 
man  commands  the  respect  of  his  fellow  employes,  and 
he  enjoys  the  esteem  of  a  host  of  acquaintances  in  the 
city  of  Marion. 


SAMUEL  C.  DOUGLAS, 

Gabon,  Ohio. 

Samuel  C.  Douglas  was  born  in  Richland  County, 
Ohio,  on  August  23,  1843.  He  was  the  son  of  John 
Douglas,  a  contractor  and  builder,  and  the  young  man 
attended  school  and  assisted  his  father  until  he  was  16 
years  of  age.  Having  secured  a  common  school  edu- 
cation he  learned  the  blacksmith  trade  and  for  a  few 
years  v.'orked  at  that  business  in  Martinsville,  Indiana, 
Mansfield,  Shilo  and  Bucyrus,  Ohio.  In  April,  1861. 
Mr.  Douglas  answered  the  first  call  of  the  nation  for 
soldiers  to  put  down  the  rebellion,  and  enlisted  as  a 
private  in  the  7th  Independent  Volunteer  Infantry.  He 
served  with   credit  until  the  expiration  of  his  term  of 


service,  and  in  the  fall  of  1861  he  was  mustered  out 
and  returned  to  the  peaceful  pursuits  of  a  civilian.  In 
June,  1863,  he  secured  employment  with  the  Atlantic  & 
Great  Western  as  brakeman,  but  in  October  of  the 
same  year  accepted  a  position  as  fireman  with  the  same 
company.  He  fired  passenger  two  years,  and  in  Octo- 
ber of  1865  he  was  given  promotion  to  engineer.  Then 
followed  his  long  career  in  that  capacity  for  the  Erie. 
For  fourteen  years  he  was  in  the  freight  service,  but 
for  the  past  twenty  years  he  has  had  charge  of  a  pas- 
senger train.  During  the  last  two  years  he  has  pulled 
Nos.  3  and  12  on  the  Third  Division.  He  stands  high 
in  the  esteem  of  the  company  as  a  faithful,  conserva- 
tive engineer,  and  many  times  his  efticiency  has  been 
attested  by  his  superiors.  ^Ir.  Douglas  is  a  member  of 
B.  of  L.  E.  He  owns  property  which  is  centrally 
located  in  the  city,  and  is  highly  regarded  in  the  com- 
munity. In  May,  1867,  he  was  married  to  Miss  Clara 
Underwood,  daughter  of  Abraham  Underwood,  a  law- 
yer of  Gallon,  who  was  afterward  Justice  of  the  Peace 
and  Mayor  of  the  city.  They  have  four  children,  of 
whom  Edward  L.,  the  first  child,  died  at  the  age  of 
twenty-one  months;  Charles  G.,  aged  27,  was  educated 
in  Gabon,  he  is  now  a  fireman  on  the  Erie  and  lives 
in  Mansfield;  Arthur  died  at  the  age  of  six  months; 
Warren  Gale,  22  years  of  age.  was  educated  at  Gallon, 
and  is  now  married  and  living  in  Chicago,  being  a  fire- 
man on  the  Chicago.  Lake  Shore  &  Eastern  Railroad. 


DAVID  T.  DRAA, 

Gallon,  Ohio. 

David  T.  Draa  was  born  in  Niles,  Ohio,  on  Febru- 
ary 26.  1861,  and  engaged  in  farming  until  1882,  when 
he  secured  a  position  as  brakeman  on  the  New  York, 
Pennsylvania  &  Ohio  Railroad.  In  November,  1885. 
he  was  transferred  to  fireman,  being  promoted  to  en- 
gineer in  October,  1890,  since  which  time  he  has  run  in 
the  through  freight  service.  Mr.  Draa's  father  was  a 
carpenter  of  Niles  and  he  made  the  cradle  in  which 
President  McKinley  was  rocked  when  a  baby.  Mr. 
Draa  was  married  June  12,  1889.  to  Miss  Etta  M. 
Carnes,  of  Gallon,  and  they  have  one  child,  Edna  L.. 
aged  8  years.  He  owns  fine  residence  property  in 
Gallon,  and  is  affiliated  with  Lodge  No.  16,  B.  of  L. 
E.;  Lodge  No.  107,  B.  of  L.  F..  and  Gallon  Lodge  No. 
21;.  I.  O.  O.  F. 


DANIEL  DRISCOLL, 

West  Orange,   New  Jersey. 

Daniel  Driscoll  was  born  in  Lackawaxen,  Pennsyl- 
vania, in  1852,  and  is  the  son  of  Dennis  O.  Driscoll, 
now  general  foreman  of  the  lumber  department  of  the 


AMERICAN    LOC()M()Tl\-K    EXGINEERS. 


253 


AVII.I.IA.M   e.   DUNN. 


J  A  M  )-:S     Kt  ■  K  K  .\  K(J  A  D. 


254 


ERIE    RAILWAY    EDITION. 


Erie  at  Piernioiil.  Now  York.  Mr.  Driscoll  left  school 
at  the  age  of  i6  after  securing  a  good  education,  and 
for  the  following  two  years  worked  at  various  voca- 
tions. In  1870  he  secured  a  position  with  the  Erie  as 
engine  wiper,  and  ran  extra  as  fireman  until  1872. 
when  he  was  regularly  promoted  to  fireman  and  ran 
on  the  Eastern  Division  up  to  1884,  being  then  advanced 
to  the  grade  of  engineer.  For  a  number  of  years  he 
ran  in  the  freight  service  on  the  same  division,  being 
promoted  some  years  since  to  a  passenger  run  on  the 
Orange  Branch,  where  he  continues  to  the  satisfac- 
tion of  his  superiors  and  the  traveling  public.  Mr. 
Driscoi!  was  married  to  Miss  Louisa  Rich,  by  whom 
he  had  one  child,  John  Driscoll,  who  is  a  railroad 
man  and  employed  by  the  Baltimore  &  Ohio  Railroad 
in  Jersey  City.  Mrs.  Driscoll  died  in  1883,  and  in 
1894  Mr.  Driscoll  was  married  to  Miss  Catherine  Guil- 
foile,  daughter  of  Patrick  Guilfoile.  a  contractor  of 
West  Orange.  Mr,  Driscoll  is  one  of  the  Erie's  most 
efficient  and  trustworthy  engineers,  and  is  very  popu- 
lar with  his  fellow  workmen. 


JAMES  DRUMMOND. 
Jersey  City  Heights,  New  Jersey, 

James  Drumniond  was  born  in  Scotland,  ^lay  24, 
1852,  and  secured  a  good  education  in  the  common 
school  of  his  native  town.  His  father  is  John  Drum- 
mond,  a  gardener  who  resides  in  Scotland.  After 
leaving  school  the  young  man  worked  with  his  father 
for  three  years,  and  then  left  the  old  world  for  the  new. 
Coming  to  New  York  in  1867  he  cast  about  for  a 
means  of  livelihood,  and  in  April  of  that  year  was  em- 
ployed by  the  Erie  as  an  engine  wiper.  Although  the 
position  was  humble,  Mr.  Drummond  gave  to  it  his 
best  efforts,  and  after  fourteen  months  he  was  pro- 
moted to  fireman  and  given  a  freight  run  on  the  New 
York  Division.  In  January,  1877,  he  was  promoted  to 
engineer,  and  after  a  few  years  of  road  work  he  was 
given  ".  switch  engine  in  the  Bergen  Yard,  which  he 
has  retained  to  the  present  time,  performing  his  duties 
to  the  satisfaction  of  the  company  and  earning  the 
respect  of  his  fellow  employes.  On  Decembr  18,  1870. 
J\Ir.  Drummond  was  married  to  Miss  Mary  Morgan, 
daughter  of  Henry  Morgan,  a  miner  of  Wilkesbarre, 
Pennsylvania,  They  have  three  children:  Jennie,  a 
graduate  of  the  Jersey  City  public  schools;  Frank, 
aged  21,  a  machinist  in  the  employ  of  the  Pennsyl- 
vania Railroad  Company  at  Jersey  City,  and  Edna,  who 
is  now  attending  school,  Mr,  Drummond  is  a  mem- 
ber of  Lincoln  Lodge,  No.  126,  I.  O.  O.  F.,  and  Pio- 
neer Council,  Royal  Arcanum. 


MICHAEL   DUFFY, 

Jersey   City,    New   Jersey. 

The  son  of  a  prosperous  farmer  of  Orange  County, 
New  Jersey  Michael  Duffy  was  born  in  the  Village  of 
Oatsville,  that  state,  on  June  22.  1856.  He  received  his 
education  in  the  schools  of  his  native  town,  working 
on  his  father's  farm  in  the  meantime  until  he  was  16 
years  of  age.  At  this  time  he  was  attracted  by  the 
advantages  of  railroad  life  and  entered  the  employ  of 
the  Erie  as  brakeman,  serving  in  this  capacity  until 
1878  when  he  was  advanced  to  fireman  and  sent  out 
with  George  W.  True.x  on  engine  625.  His  run  was 
from  Port  Jervis  to  Jersey  City,  and  he  continued  on 
this  until  November  7,  1887,  at  which  time  he  was  pro- 
moted to  the  grade  of 'engineer  and  ran  extra  for  the 
ensuing  two  years  on  the  New  York  Division.  For 
some  years  past  he  has  had  the  way  freight,  his  first 
regular  engine  being  the  287.  ^Ir.  DufTy  was  married 
to  Miss  Hannah  Fitzgibbons  of  Port  Jervis,  and  three 
children  have  come  to  bless  their  union,  the  eldest  of 
whom  is  17  years  of  age  and  is  employed  as  a  ma- 
chinist in  the  Erie  Machine  Shops  at  Jersey  City.  ISIr. 
Dufify  belongs  to  Lodge  54,  B.  of  L.  E.,  of  Port  Jervis, 
and  with  his  family  attends  the  Catholic  Church  in 
Jersey  City. 


CORNELIUS    DUGAN, 

Buffalo,  New  York. 

Neither  information  nor  apology  is  needed  for  pre- 
senting the  above  portrait  of  Cornelius  Dugan.  Though 
not  a  native  of  the  Bison  City,  Mr.  Dugan  is  nearly  so, 
for  he  was  born  near  Lockport  on  October  i,  1850. 
His  early  education  was  obtained  at  the  little  village 
of  Youngstown,  in  Niagara  County.  Here  he  at- 
tended school  until  about  12  years  old,  and  at  that  early 
age  he  began  to  "work  out  his  own  salvation"  in  the 
arduous  labors  of  farm  life.  He  remained  at  this  oc- 
cupation until  he  had  reached  the  age  of  20.  He  was 
then  a  man  grown,  with  constitution  and  muscular 
strength  hardened  by  his  farm  training.  Leaving  the 
farm  he  obtained  employment  on  the  'West  New  York 
&  Pennsylvania,  then  in  course  of  construction.  Thi"^ 
finished,  a  year  and  a  half  later  we  find  him  acting 
as  assistant  baggage  master  in  the  Central  Station  at 
Buffalo.  This  was  before  the  days  of  through  bag- 
gage cars  on  that  road,  and  all  baggage  had  to  be 
transferred  at  that  point.  This  position  he  left  to  don 
the  blue  coat  and  brass  buttons  of  a  police  oflScer  on 
the  Bufifalo  police  force,  where  he  remained  for  ten 
years,  fcair  of  which  were  put  in  as  a  "special."  Leav- 
ing this  position   through   a   "change   in   the   adminis- 


AMKRICAX    LC)CCJ.MOTl\E    ENGINEERS. 


255 


ERNEST  S.   EDEN. 


HENRY    EHRICKS. 


256 


ERIE    RAILWAY    EDITION. 


tration"  (this  was  before  the  Buffalo  force  was  put  on 
a  civil  service  basis),  he  turned  again  to  his  old  love, 
the  railroad,  and  started  firing  on  the  Erie.  For  the 
next  nine  years  he  tired  on  freight  and  passenger  en- 
gines on  the  Buffalo  Division,  including  the  Falls 
Branch,  until  promoted  to  the  grade  of  engineer, 
April  30,  1890,  After  being  on  the  rounds  Mr.  Dugan 
was  given  No.  677  as  his  first  regular  engine,  running 
over  the  division  from  Buffalo  to  Hornellsville.  Since 
then  he  has  had  1175,  1026  and  1150.  With  the  latter, 
as  he  expresses  it,  he  "could  go  anywhere  and  do 
anything  that  anybody  else  could."  Mr.  Dugan  never 
had  an  accident  of  any  importance  though  he  had  at 
least  one  narrow  escape.  On  this  occasion  his  engine 
ran  into  some  cars  that  had  broken  loose  from  a  train 
ahead  of  him  near  Dalton.  His  engine  was  ditched, 
but  fortunately  no  one  was  hurt.  January  i,  1884,  Mr. 
Dugan  was  married,  at  Buffalo  to  Miss  Annie 
O'Laughlin  of  that  city.  Mrs.  Dugan  enters  into  the 
spirit  of  her  husband's  calling  with  true  wifely  feeling. 
He  is  a  member,  needless  to  say,  of  B.  of  L.  E.,  No.  15, 
and  she  is  a  warm  supporter  of  the  Ladies'  Auxiliary. 
They  are  both  communicants  of  St.  Patrick's  Church, 
where  their  children  also  attend,  Nellie,  Florence,  Ade- 
laide and  Cornelius,  Jr.  Nellie  will  graduate  this 
year  at  the  head  of  her  class.  Mr.  Dugan  in  company 
with  thirteen  other  engineers  on  this  division  is  now 
running  "first  in  first  out,"  their  engines  having  been 
transferred  during  the  slack  winter  season  to  busier 
points.  Each  engine's  crew,  however,  has  been  held 
intact,  and  now  that  the  summer  season  is  about  to 
open  they  will  probably  resume  their  old  runs. 


JOHN  DULEY, 
Port  Jervis,  New  York. 

Many  men  have  been  known  in  American  private 
and  public  life  as  "Honest  John,"  but  none  of  them 
ever  more  fully  deserved  that  title  or  more  thorough- 
ly exemplified  in  his  daily  life  all  that  such  a  designa- 
tion called  for,  than  the  subject  of  this  brief  sketch.  He 
was  born  in  Bavaria  in  1842,  and  came  to  this  coun- 
try when  5  years  old,  residing  in  New  York  City  from 
that  time  until  he  was  19,  his  first  employment  being 
as  a  hotel  clerk.  At  the  latter  age,  however,  he  went 
to  work  for  the  Long  Island  Railroad  as  a  fireman,  and 
in  1862  was  made  an  engineer,  remaining  with  the 
Long  Island  Road  until  1864,  to  the  perfect  satisfac- 
tion of  his  employers.  In  that  year  he  came  to  the 
Erie,  at  first  as  fireman,  but  after  two  years  was  made 
an  engineer,  which  position  he  has  since  continuously 
held,  having,  after  seventeen  years  as  freight  engineer, 
been  advanced  to  the  charge  of  a  passenger  engine,  be- 
ing now  the  engineer  of  the  "Orange  County  Express." 


Mr.  Duley  was  a  charter  member  of  the  Footboard  As- 
scjciation,  the  predecessor  of  the  Brotherhood  of  Loco- 
motive Engineers.  He  has  been  a  member  of  the  latter 
organization  from  the  earliest  days  of  its  history,  and 
was  one  of  the  charter  members  of  the  B.  of  L.  E.  In- 
surance Order.  He  has  also  been  a  prominent  director 
of  Orange  County,  No.  2,  Building  and  Loan  Asso- 
ciation for  the  past  ten  years.  He  is  at  the  present 
time  a  Democratic  member  of  the  Board  of  Village 
Trustees  of  Port  Jervis,  having  been  for  the  first  time 
elected  to  that  office  in  1893,  but  at  the  close  of  his 
first  term  declining  a  re-nomination.  At  the  charter 
election  in  1897,  however,  his  fellow-townsmen  would 
take  no  denial,  with  the  result  that  he  was  again  nom- 
inated and  elected.  It  is  only  justice  to  him  to  say 
that  this  is  due  to  the  fact  that  his  brother  engineers 
and  his  neighbors  know  that  his  voice  is  always  for  all 
that  is  for  the  good  of  his  fellow-citizens,  of  whatever 
condition  in  life,  and  though  he  is  a  party  man  he 
never  allows  party  questions  or  considerations  to  get 
in  the  way  of  his  good  judgment  as  to  the  best  inter- 
ests of  the  community.  If  Mr.  Duley  could  only  be  in- 
duced to  tell  the  many  good  stories  of  life  on  the  rail 
which  he  so  well  knows,  and  in  the  telling  of  which  he 
is  a  master,  the  limits  of  this  article  might  be  extended 
wilhciut  limit.  Suffice  it  to  say  that  among  his  fellows 
he  is  known  as  the  most  genial  of  men,  always  ready 
with  the  cheerful  word  and  the  helping  hand.  In  his 
pleasant  home  on  West  Main  Street  in  Port  Jervis 
Mr.  Duley  now  resides  with  his  wife  and  their  five 
children,  where  their  many  and  warm  friends  hope 
they  may  long  continue  to  live  as  honored  members  of 
the  community,  strict  upholders  of  the  church  and  of 
all  that  is  best  in  our  American  life. 


WILLIAM   B.   DUNBAR. 

Meadville,  Pennsylvania. 

William  B.  Dunbar  is  one  of  the  men  who  helped 
make  the  Erie,  and  this  is  true  in  every  sense  of 
the  word.  His  father  was  Ruel  Dunbar  of  Connecti- 
cut and  his  mother  was  Eleanor  Rogers.  After  their 
marriage  in  New  England  they  moved  to  Genesee 
County,  New  York,  in  1824,  and  William  B.  was  born 
there  in  1825.  After  he  grew  to  manhood  he  em- 
barked in  the  lumber  business,  and  in  i860  went  to 
work  hewing  ties  for  the  Erie,  work  on  which  had  just 
been  commenced.  When  he  got  through  hewing  ties 
he  hauled  them  to  their  place  on  the  dump  ready  to 
have  the  iron  laid  on  them,  and  then  he  went  to  work 
building  bridges  between  Jamestown  and  Corry.  Mr. 
Dunbar  switched  cars  at  Corry  with  a  horse  the  fall 
of  1862,  and  the  fall  of  1863,  after  the  road  was  com- 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


257 


plctcd,  lie  taught  over  forty  men  the  road,  firing  the 
engine  in  the  day  time,  and  at  night  running  it  him- 
self. In  January,  1864,  he  was  promoted  to  engineer, 
and  has  drawn  pay  every  month  but  one  since  that 
time.  In  1862  when  the  road  had  no  accommodation 
for  passengers  between  Corry  and  Jamestown,  a  dis- 
tance of  twenty-seven  miles,  he  used  a  hand  car  and 
transferred  five  passengers  on  it  from  one  place  to  the 
other.  Mr.  Dunbar  has  had  only  one  head-end  col- 
lision in  hi-i  railroad  e.xperience  and  has  never  been 
injured  to  any  extent,  nor  has  any  train  crew  he  has 
pulled  ever  been  injured  while  in  his  care.  He  pulled 
the  first  wrecking  apparatus  ever  run  on  the  road,  and 
has  pulled  many  special  and  important  trains  during  his 
period  of  service.  He  is  now  running  on  trains  Nos. 
6  and  9.  the  Meadville.  Buffalo  and  Bradford  accom- 
modations, and  although  74  years  of  age  he  is  just  as 
reliable  and  proficient  an  engineer,  and  as  lively  and 
keen  of  sight  as  he  was  many  years  ago.  He  was  mar- 
ried in  1846  to  Miss  Sarah  A.  Vose.  of  Genesee,  New 
York,  and  six  children  were  born  to  them.  William  H. 
died  at  the  age  of  one  week;  William  H.  at  the  age  of 
2  years:  George  Franklin,  an  engineer  on  tlic  Pitts- 
burg, Shenango  &  Lake  Erie,  was  42  years  old  wlien 
he  was  killed  in  August.  1875,  by  his  engine  turning 
over  and  burying  him  beneath  its  ponderous  weight; 
Charles  P.,  aged  44,  educated  in  Meadville,  is  an  en- 
gineer (Ui  the  Erie;  Sarah  L.,  aged  2  weeks  at  death; 
James  M..  aged  36,  educated  in  Meadville,  now  cash- 
'er  oi  the  First  National  Bank  of  Union  City,  Penn- 
sylvania. In  1868  Mr.  Dunbar's  helpmate  was  taken 
by  the  hand  of  death,  and  in  July,  1870,  he  was  married 
to  Miss  Mary  A.  Fields  at  Meadville;  she.  too,  passed 
away  in  1893,  and  in  October.  1894.  Mr.  Dunbar  was 
married  to  Miss  Ella  F.  Swayne  of  Meadville.  The 
hand  of  Providence  must  have  been  instrumental  in 
saving  Mr.  Dunbar  from  injury  as  he  has  been  deserted 
on  his  engine  fourteen  different  times  while  pulling 
passenger  trains;  having  run  into  open  switches  three 
times,  has  broken  driving  wheels  two  difTerent  times, 
has  had  the  forward  or  leading  trucks  of  his  engine 
jump  the  track,  and  even  struck  big  stones  on  the 
track,  and  yet  has  always  staid  on  the  engine  to  get  the 
train  stopped.  Once  wlicn  the  driver  broke  the  engine 
ran  for  a  mile  before  he  could  stop  it;  one  driver  flew 
eighty  feet  before  touching  ground,  and  when  the  en- 
gine did  stop  all  the  drivers  were  off,  but  still  Mr. 
Dunbar  was  at  the  throttle.  In  the  winter  of  1869  he 
left  Meadville  one  Sunday  afternoon  on  a  late  train. 
No.  10,  and  was  snowed  in  at  Mill  Village,  Pennsyl- 
vania, where  he  laid  about  sixty  hours,  and  was  forced 
to  melt  snow  in  order  to  get  water  to  keep  the  engine, 
No.  82,  alive.  He  did  not  reach  Salamanca  until  the 
following  Friday  night,  and  on  the  return  trip  picked 
up  and   brouglit   into  Meadville   eleven   dead     engines 


that  were  scattered  along  the  road  as  a  result  of  being 
snowed  in.  He  is  a  member  of  B.  of  L.  E.,  Division 
43,  and  is  as  a  father  to  many  who  fired  under  him 
and  are  now  holding  important  runs.  There  is  none 
more  respected  than  Mr.  Dunbar,  and  the  boys  all 
hope  to  hear  his  familiar  whistle  for  many  years  to 
come. 


CHARLES  F.  DUNBAR, 

Meadsvillc,  Pennsylvania. 

An  important  figure  in  railroad  circles  in  Meadville, 
is  Charles  F.  Dunbar,  who  has  been  Chief  of  Division 
43,  B.  of  L.  E.,  the  past  two  years,  and  was  recently 
re-elected  for  another  term.  Mr.  Dunbar  bears  his 
honors  in  the  quiet  and  unassuming  way  that  is  all  his 
own,  and  his  popularity  extends  without  his  railroad 
connections,  embracing  in  fact  all  who  come  to  know 
the  sterling  qualities  of  the  man.  He  is  the  son  of 
William  B.  Dunbar,  one  of  the  oldest  Erie  engineers 
at  Meadville,  and  was  born  in  Bellemont,  New  York, 
June  22,  1857.  At  the  age  of  17  he  left  school  and  for 
a  while  worked  as  a  clerk  for  the  Union  News  Com- 
p.-iny.  In  1875  he  entered  the  employ  of  the  Eric  at 
Meadville  as  a  call  boy,  and  with  the  exception  of  one 
year  in  the  ticket  office  there,  worked  as  call  boy  until 
1878,  when  he  was  advanced  to  fireman.  Five  years 
later,  September,  1883,  he  was  promoted  to  engineer, 
and  has  been  in  the  freight  service  ever  since,  with  oc- 
casional passenger  duty.  He  is  now  running  on  the 
rounds,  and  no  more  capable  engineer  ever  ran  out  of 
Meadville  than  Mr.  Dunbar.  He  has  never  been  in- 
jured and  his  record  is  very  good.  August  22,  1883,  he 
was  married  to  Miss  Eugenie  Connors,  a  daughter  of 
Thomas  Connors,  an  employe  of  the  Erie  at  Mead- 
ville. They  have  two  children,  William  B..  aged  15, 
and  Charles  C,  aged  12,  both  of  whom  arc  attending 
school.  Mr.  Dunbar  owns  a  fine  residence  on  Bald- 
win Street,  and  takes  great  interest  in  the  welfare  of 
the  city  of  his  choice. 


JAMES  H.  DUNHAM, 
Gallon,  Ohio. 

James  H.  Dunhan),  son  of  Henry  Dunham,  was  born 
in  Richfield  Springs.  New  York,  December  16,  1848. 
lie  attended  school  until  he  was  18  years  of  age,  ac- 
quiring in  the  meantime  a  fine  common  school  edu- 
cation. .After  leaving  school  he  clerked  in  a  dry-goods 
store  in  Monticello,  New  York,  for  two  years,  and  in 
I'ebruary,  1868,  he  left  that  employment  to  begin 
braking  on  the  Atlantic  &  Great  Western  Railroad.  Iti 
July   of   the  same  year  he   was   promoted  to   fireman. 


258 


ERIE    RAILWAY    EDITION. 


ami  for  tlie  ensuing  four  years  he  worked  in  that  ca- 
pacity, part  of  the  time  on  freight,  and  part  on  pas- 
senger. In  July,  1872,  he  was  promoted  to  engineer, 
and  for  the  past  twenty-seven  years  has  been  engaged 
in  the  freight  service,  doing  passenger  work  also  at 
different  times.  He  has  run  all  the  trains  on  Third  and 
Fourth  Divisions,  displaying  good  judgment  and 
ability.  He  is  looked  upon  as  a  competent  and  reliable 
engineer,  and  has  frequently  been  complimented  by  his 
superiors.  For  the  past  two  years  he  has  been  run- 
ning local  freight  between  Gabon  and  Kent.  He  was 
married  July  19,  1870,  to  Miss  Mary  Harding,  daugh- 
ter of  Washington  Harding,  of  Galion.  They  have  had 
seven  children:  Clara  A.  died  at  the  age  of  9  years; 
Clyde  M.,  aged  24,  educated  in  Galion,  and  now  mar- 
ried to  J.  W.  Ruhl,  timekeeper,  Cincinnati  Division  of 
Erie  at  Gallon:  Jay  H.,  aged  22,  an  employe  in  the 
Genera!  Superintendent's  office  of  the  Erie  at  Cleve- 
land; Virginia  T.,  aged  20,  educated  in  Galion  and 
Ohio  Business  College  at  Mansfield,  is  a  stenographer; 
Mattie  G.,  aged  18,  graduate  of  Galion  High  School; 
Mary  Alice,  aged  8,  now  attending  school;  Ralph  H., 
died  in  infancy.  Mr.  Dunham  is  a  charter  member  of 
Galion  Lodge,  No.  186.  K.  of  P.  He  owns  a  pleasant 
residence  at  309  South  Boston  Street,  and  his  family 
is  one  of  the  most  popular  in  that  place. 


JOHN  DUNLEA, 

Susquehanna,   Pennsylvania. 

John  Dunlea  was  born  in  Susquehanna,  Pennsyl- 
vania, July  24,  1858,  and  is  the  son  of  John  Dunlea,  Sr., 
a  prominent  groceryman  of  that  city.  He  left  school  at 
the  age  of  13  years,  and  immediately  accepted  a  po- 
sition as  machinist's  helper  in  the  Erie  shops  at  Sus- 
quehanna. He  worked  in  the  shops  for  five  years, 
meanwhile  becoming  a  competent  machinist,  but  was 
transferred  to  the  motive  department  in  June,  1876, 
and  began  to  fire  on  freight  between  Susquehanna  and 
Hornellsville.  After  three  years  on  freight  runs  he 
was  advanced  to  passenger  fireman,  a  position  he  held 
for  two  years,  being  advanced  to  hostler  in  the  Sus- 
quehanna roundhouse  in  1881.  He  served  in  this  ca- 
pacity for  two  years,  receiving  his  promotion  to  en- 
gineer in  September,  1883.  For  five  years  he  ran 
an  engine  in  the  freight  service,  and  then  was  trans- 
ferred to  a  switch  engine  in  the  Susquehanna  yard, 
which  he  has  run  for  the  past  eleven  years.  Mr. 
Dunlea  was  united  in  marriage  January  12.  1883,  to 
Miss  I\[ary  Carroll,  daughter  of  Jeremiah  Carroll,  a 
cooper  of  Broome  County,  New  York.  They  have  a 
fine  family  of  seven  children,  the  oldest  of  whom, 
Thomas,  is  15  years  of  age.  He,  William,  Florence, 
Cecilia   and    Carroll    are   students   at   the    Laurel    Hill 


Academy,  while  ^lary,  aged  6,  and  Joseph,  15  months, 
are  the  especial  care  of  Mrs.  Dunlea.  Mr.  Dunlea  is 
one  of  Susquehanna's  best  citizens,  and  is  held  in 
high  regard  by  his  brother  engineers  and  the  officials 
of  his  division.  He  is  a  member  of  Starrucca  Lodge, 
No.  137,  B.  of  L.  E.,  and  of  the  C.  M.  B.  A.  of  Sus- 
quehanna. 


GEORGE  A.  DUNN, 

Hawley,  Pennsylvania. 

George  A.  Dunn  was  born  on  a  farm  in  Delaware 
County,  New  York,  on  August  18,  1863,  and  his  father, 
John  Dunn,  being  one  of  the  prosperous  farmers  of 
that  neighborhood,  the  young  man  spent  the  early  por- 
tion of  his  life  assisting  in  the  work  at  home  and  at- 
tending the  district  school.  When  he  was  13  years  of 
age  he  commenced  his  railroad  career  as  a  water  boy 
for  a  construction  crew.  After  a  short  time  he  left 
to  enter  the  employ  of  the  Standard  Oil  Company. 
Soon  after  he  went  to  work  on  a  fence  crew  of  the 
Delaware,  Lackawanna  &  Western,  but  left  that  place 
to  enter  the  lumber  business  in  Delaware  County;  a 
year  later  he  secured  a  position  as  freight  man  on  the 
Erie,  and  for  five  years  served  in  that  capacity  be- 
tween Port  Jervis,  Susquehanna,  and  various  other 
terminals.  In  November,  1887.  he  was  advanced  to 
fireman  and  the  ensuing  four  years  was  spent  in  that 
service,  two  years  on  freight  and  two  years  on  pas- 
senger. In  the  fall  of  1891  he  was  promoted  to  en- 
gineer, and  assigned  to  the  freight  department.  At  the 
present  time,  owing  to  slack  business,  he  is  running 
e-xtra,  but  this  in  no  wise  reflects  upon  his  ability,  as 
he  is  considered  one  of  the  best  of  the  younger  en- 
gineers at  this  point.  On  September  11,  1894.  he  was 
united  in  marriage  to  Miss  May  Detrick,  daughter  of 
Joe  Detrick,  a  teamster  of  Orange  County,  New  York. 
They  have  a  family  of  three  charming  children,  of 
whom  Madolin,  aged  4,  is  the  eldest;  the  others  are 
Mildred,  aged  2,  and  May,  aged  7  months.  Mrs.  Dunn 
is  a  member  of  Easter  Lily  Lodge,  No.  59,  Auxiliary 
of  B.  of  L.  F.,  while  Mr.  Dunn  is  affiliated  with  Port 
Jervis  Lodge.  No.  i.  B.  of  L.  F.,  and  Susquehanna 
Division.  No.   137.  B.  of  L.  E. 


WILLIAM  C.  DUNN, 

Niles,   Ohio. 

William  C.  Dunn  certainly  bears  a  charmed  life,  hav- 
ing gone  through  three  serious  wrecks  in  each  of  which 
death  hovered  near  him,  but  he  escaped  unhurt  from  all 
save  the  first.  This  occurred  in  1883,  while  he  was 
pulling  freight  between   Leetonia   and   Niles.     A  mis- 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


259 


placed  switch  at  Austintown  threw  the  engine  off  into 
the  ditch  where  it  turned  upside  down  and  thirteen 
freight  cars  were  piled  upon  it.  Mr.  Dunn,  his  fire- 
man and  the  head  brakeman  were  under  the  wreck. 
The  brakeman  was  scalded  to  death  and  Mr.  Dunn  and 
the  fireman  were  both  injured.  While  pulling  freight 
with  the  first  compound  engine  used  on  the  Lisbon 
Branch  a  connecting  rod  broke  on  the  right  side  of 
the  engine  and  its  wild  slashing  demolished  the  cab 
and  broke  the  engine  up  generally;  Mr.  Dunn  escaped 
a  horrible  death  by  the  merest  chance,  and  was  com- 
pelled to  climb  out  of  the  window  to  the  top  of  the 
cab  and  then  over  to  the  tender.  On  May  i8,  iSgg, 
while  pulling  passenger  at  forty  miles  an  hour  the 
rails  spread  and  let  the  engine  and  entire  train  off  the 
track.  They  ran  about  four  hundred  feet  on  the  ties 
before  the  train  could  be  stopped.  With  rare  presence 
of  mind  and  characteristic  courage  Mr.  Dunn  stuck  to 
his  post  and  stopped  his  engine,  no  one  being  hurt. 
His  father  was  Patrick  Dunn  of  Pittsburg,  where  his 
mother,  now  7i  years  of  age,  still  resides,  his  father 
being  dead.  Mr.  Dunn  was  born  in  Pittsburg,  Decem- 
ber 22,  1848,  and  attended  school  there  until  he  was 
14  years  of  age.  He  then  began  work  as  an  apprentice 
in  a  machine  shop  in  that  city  and  served  for  three 
years.  At  the  end  of  that  time  he  was  given  a  position 
as  fireman  on  the  Erie,  and  his  general  knowledge  of 
machinery  and  high  character  as  a  workman  won  him 
promotion  to  engineer  in  September,  1870,  when  he  was 
but  22  years  of  age.  He  pulled  local  freight  from  New 
Lisbon  to  Niles  for  four  years  and  then  ran  the  Mineral 
Ridge  coal  train  for  about  nine  years,  being  transferred 
to  the  Cleveland  Branch  then  and  assigned  to  a  freight 
run.  After  one  year  he  was  put  on  a  passenger  run. 
New  Lisbon  to  Niles.  which  lie  held  two  years,  and 
then  took  a  through  freight  run.  which  he  held  until 
recently,  when  he  was  again  put  on  passenger  run  on 
the  Lisbon  Branch,  running  from  Lisbon  to  Niles.  In 
1874,  he  had  the  opposite  run  from  M.  J.  Shay,  on  what 
was  known  as  the  Hill  run  from  Cleveland  to  Randall; 
Mr.  Shay  ran  a  broad  gauge  engine  and  Mr.  Dunn  a 
narrow  gauge.  He  is  one  of  the  oldest  men  on  the 
division  and  is  regarded  as  one  of  the  best,  both  by  his 
superiors  and  brother  engineers.  On  March  ig,  1871, 
he  was  married  to  Miss  Annie  Swigart,  of  New  Lisbon, 
Ohio,  and  they  have  one  daughter.  Mr.  Dunn  is  a 
member  of  Division  167,  B.  of  L.  E.,  of  Cleveland, 
Ohio,  and  is  a  highly  respected  citizen  of  Niles,  where 
his  family  is  one  of  the  most  pojnilar  in  the  city. 


about  1812.  Mr.  Dwight  was  born  in  West  Winson, 
that  county,  on  August  26,  1862,  and  is  a  cousin  of 
Colonel  W.  H.  Dwight,  a  prominent  man  of  Bingham- 
ton.  Leaving  school  at  the  age  of  15  he  worked  on  a 
farm  several  years  and  learned  the  miller's  trade.  In 
1882  he  began  his  railroad  career  as  a  fireman  on  the 
Delaw'are,  Lackawanna  &  Western,  coming  to  the  Erie 
in  January,  1883,  in  the  same  capacity.  He  fired  on  the 
Susquehanna  Division  until  June  4,  1889,  on  which  date 
he  was  promoted  to  engineer.  He  has  had  good  luck 
while  running  an  engine,  having  had  no  wrecks  nor 
received  a  censure  from  the  officials.  Mr.  Dwight  has 
been  married  twice,  having  five  children  by  his  first 
wife:  Bessie  E.,  Carl  R.,  Hayes  C,  Arch  A.  and  Leon 
L.  His  second  wife  was  Maud  L.  Livingston,  of  New 
York  City,  to  whom  he  was  united  in  marriage  on  De- 
cember 27,  i8g4.  They  have  one  child,  Robert  L. 
Mr.  Dwight  is  a  member  of  Lodge  No.  47,  B.  of  L.  E., 
the  A.  O.  v.  W.,  and  is  a  X'olunteer  Fireman. 


R.  L.  DWIGHT, 
Hornellsvillc,  New  York. 

R.   L.   Dwiglit's  family  were  among  the  pioneers  of 
Broome    County.    New   York,   settling   in   that   region 


HERBERT   EASTMAN, 

Cleveland,  Ohio. 

Herbert  Eastman  was  born  in  Cleveland,  Ohio, 
,\ugust  ig,  1868,  and  is  the  son  of  Jerome  Eastman, 
who  for  the  past  fourteen  years  has  been  a  conductor 
on  the  Erie.  On  leaving  school  Mr.  Eastman  worked 
in  a  grocery  store  which  his  father  ran  at  that  time, 
but  after  three  years  he  became  dissatisfied  and  secured 
employment  with  the  Variety  Iron  Works  foundry 
where  he  remained  a  year  and  a  half,  leaving  to  take 
a  situation  in  the  "Big  Four"  boiler  shop.  One  year 
later,  September,  1888,  he  secured  a  position  as  fire- 
man on  the  Erie,  in  which  capacity  he  served  two 
years  on  passenger  and  seven  years  on  freight,  being 
promoted  to  engineer  in  September,  l8g7.  He  was 
assigned  to  yard  work  at  Cleveland,  where  he  has 
run  ever  since,  performing  his  duties  in  a  manner  that 
has  won  the  favorable  opinions  of  his  superiors.  While 
firing  on  through  freight  between  Cleveland  and 
Voungstow'n  his  engine  was  sidewiped  by  a  train  on 
the  cross-over  track  at  Leavittsburg.  The  engine  was 
badly  damaged  and  six  cars  were  thrown  from  the 
track.  Mr.  Eastman  and  his  engineer  jumped  and 
thereby  saved  themselves  from  serious  injury.  In- 
vestigation showed  that  the  accident  was  caused  by  the 
switch  being  left  open.  Since  his  promotion  he  has 
not  had  an  accident  of  any  kind.  On  September  18, 
t8g5,  he  was  united  in  marriage  to  Miss  Julia  Nicholas, 
of  Parma,  Ohio,  whose  father,  Oscar  Nicholas,  was  a 
soldier  in  the  War  of  the  Rebellion  and  was  wounded 
in  the  service.  Mr.  Eastman  is  a  member  of  Forest 
City  Lodge.  No.  10,  B.  of  L.  F..  and  is  prominent  in 
the  councils  of  the  order. 


260 


ERIE    RAILWAY    EDITION. 


PETER  J.   ECKERT, 

Meadville,  Pennsylvania. 

The  early  years  of  Peter  J.  Eckert's  life  were  spent 
on  a  farm,  he  having  been  the  son  of  Lawrence  Eckert. 
a  farmer  of  Meadville.  Here  Mr.  Eckert  was  born  on 
November  19,  i860,  going  to  Minnesota  in  the  fall  of 
1879.  He  worked  there  on  a  farm  for  a  while  and 
then  went  to  the  lumber  woods  of  Wisconsin  for  seven 
months,  returning  to  Meadville  in  February,  1881, 
when  he  went  to  work  on  the  New  York,  Pennsylvania 
&  Ohio  as  a  fireman.  After  serving  six  years  in  this 
capacity  he  was  promoted  to  engineer,  November  I, 
1887,  and  has  since  run  freight  with  occasional  extra 
duty  on  passenger.  Mr.  Eckert  was  married  in 
August,  1887,  to  Miss  Christina  Remler,  of  Meadville, 
and  they  have  five  children.  Mr,  Eckert  is  a  member 
of  the  B.  of  L.  E.  and  owns  fine  residence  property  in 
Meadville. 


JAMES  ECKENROAD, 

Huntington.    Indiana. 

It  is  a  long,  hard  climb  from  the  bottom  of  the  ladder 
to  the  top,  but  the  history  of  James  Eckenroad  shows 
that  he  has  successfully  made  the  ascent,  and  now  oc- 
cupies a  place  on  the  topmost  round  in  his  chosen 
calling.  His  birthplace  was  North  Jackson,  Mahoning 
County,  Ohio,  and  he  was  one  of  five  sons.  His  father 
died  when  he  was  two  years  old,  and  thus  he  was 
deprived  of  a  father's  advice  in  his  boyhood  days. 
After  leaving  school  at  the  age  of  14.  he  was  employed 
in  various  capacities  with  an  oil  company  in  Pennsyl- 
vania, finally  running  a  stage  between  Oil  City  and 
Pithole,  Pennsylvania.  He  began  firing  on  the  Oil 
Creek  Railroad  in  1867,  and  after  a  year's  service  in 
that  capacity  was  promoted  to  engineer.  For  three 
years  he  ran  a  freight  engine  on  the  O.  C.  R.  R., 
and  then  he  left  that  road  for  service  on  the  Alabam 
Great  Southern.  After  two  years'  work  in  Tennessee 
with  the  A.  G.  S.,  he  returned  north  and  was  em- 
ployed by  the  Dunkirk,  Allegheny  Valley  &  Pittsburg 
Railroad,  running  freight  between  Dunkirk  and  Titus- 
ville,  Pennsylvania.  He  remained  with  the  D..  A.  V. 
&  P.  R.  R.  until  1882,  when  he  accepted  a  place  on  the 
Chicago  &  Atlantic,  which  was  then  extending  its 
western  branch.  He  was  assigned  to  the  work  train, 
and  with  headquarters  at  Hammond  assisted  in  the 
construction  to  North  Judson.  He  has  been  with  the 
Erie  seventeen  years,  and  he  has  been  promoted  from 
one  run  to  another  until  now  he  has  charge  of  the  fast- 
est run  from  New  York  to  Chicago.  Letters  of  com- 
mendation from  the  road's  officials  attest  their  appre- 
ciation of  his  careful  and  efficient  service  on  this  im- 
portant run.     Mr.   Eckenroad  was  married  in   1876  to 


Miss  Julia  INIurpliy,  only  daughter  of  Bartholomew 
Murphy,  of  Warren,  Pennsylvania.  Mrs.  Eckenroad's 
father  still  lives  in  the  nld  home  at  Warren,  Pennsyl- 
vania. The  union  has  been  blessed  with  two  children, 
both  sons:  Henry,  21  years  of  age,  is  employed  as  a 
machinist  in  Huntington  shops;  Paul  J.,  17  years  oid. 
is  a  bookkeeper  employed  in  Youngstown,  Ohio.  Mr. 
Eckenroad's  standing  both  as  an  engineer  and  a  citi- 
zen is  of  the  very  highest,  and  the  home  property  he 
owns  in  Huntington  is  one  of  the  nicest  in  the  city. 


ERNEST   S.    EDEN, 

Newburgh,   New  York. 

Ernest  S.  Eden,  the  popular  and  efficient  foreman  of 
the  Erie  at  Newburgh,  was  born  in  Worcester,  Eng- 
land, on  September  17.  1866,  being  the  son  of  Arthur 
Eden,  a  machinist  who  still  resides  in  Worcester. 
After  leaving  school  at  the  age  of  14  Mr.  Eden  ran  a 
newspaper  route  in  his  native  city  for  a  year,  and  then 
became  an  apprentice  at  the  machinist's  trade,  working 
at  it  five  years  and  becoming  quite  an  expert.  He  de- 
cided that  he  would  find  a  better  sphere  for  his  calling 
in  the  United  States.  Accordingly  in  1886  he  emi- 
grated to  this  country,  and  for  five  years  worked  in 
various  machine  shops  in  New  York  and  Jersey  City 
and  Paterson,  New  Jersey.  In  August  of  1891  he  was 
employed  by  the  Erie  in  the  Jersey  City  shops,  and  so 
competent  did  he  prove  himself  that  in  November,  1895, 
he  was  transferred  to  Newburgh.  where  he  has  since 
held  the  position  of  general  foreman.  On  October  20, 
1888,  Mr.  Eden  was  united  in  marriage  to  !Miss  Louise 
Boniface  at  Paterson,  New  Jersey,  she  being  the 
daughter  of  William  Boniface,  a  lumber  dealer  of  Sus- 
sex, England.  Three  children  have  been  born  to  them, 
of  whom  Arthur  V.  B.,  aged  10,  and  Florence,  8,  are 
attending  school,  while  Sidney  L.,  aged  2,  remains  at 
home,  the  especial  care  of  Mrs.  Eden.  Mr.  Eden  is  a 
memlier  of  Lodge  No.  119.  K.  of  P.,  of  Paterson.  New 
Jersey,  and  is  very  popular  in  Newburgh  and  other 
places  where  he  has  worked. 


HENRY    EHRICKS, 

Hillsdale.  New  Jersey. 

The  subject  of  this  sketch,  Henry  Ehricks,  was  born 
in  the  village  of  Freisenbottle,  Osterholtz  County, 
State  of  Hanover,  Germany,  on  September  29.  1852. 
He  attended  school  in  his  native  country  until  he  was 
14  years  of  age,  when  he  came  to  the  United  States  in 
company  with  his  uncle.  He  attended  the  Rector 
Street  School  in  New  York  City  for  a  year,  and  then 


A^[ERICAN    LOCOMOin-E    ENGINEERS. 


261 


entered  the  grocery  business  at  Eighth  Avenue  and 
Fifteenth  Street  in  New  York.  A  year  later  he  quit 
this  business  and  then  worked  as  bartender  for  three 
or  four  years,  first  at  Thirtieth  and  West  Streets  and 
then  at  17  West  Broadway.  In  1881  he  began  his  rail- 
road career  on  the  Erie  as  a  car  cleaner  and  after  six 
months  was  advanced  to  watchman  at  the  Hillsdale 
shops.  While  holding  this  position  he  also  worked  as 
extra  fireman,  and  in  the  spring  of  1884  he  was  given 
a  regular  position  as  fireman  and  sent  out  on  engine  9 
with  Engineer  C.  Lockwood.  He  ran  on  a  gravel  train 
between  Jersey  City  and  Hillsdale  for  some  time,  and 
in  the  spring  of  1890  was  promoted  to  engineer.  His 
first  engine  was  No.  4,  but  he  is  now  running  engine 
II  from  Hillsdale  to  Jersey  City.  Mr.  Ehricks  has  been 
very  fortunate  in  escaping  accidents,  and  he  is  regarded 
as  a  very  competent  engineer.  On  February  17,  1878, 
he  was  married  to  Julia  A.  Wallace,  of  Etna,  New 
Jersey,  and  they  reside  in  their  pretty  home  in  Hills- 
dale. Mr.  Ehricks  is  a  member  of  B.  of  L.  E.,  Hud- 
son Lodge.  No.  13s,  and  with  his  good  wife  attends  the 
Methodist   Church. 


vancement  of  its  interests.  He  is  foremost  in  advanc- 
ing educational  matters  and  has  been  a  member  of 
the  school  board  for  some  years. 


WILLIAM  F.  EMERICK, 
Vallonia,  Pennsylvania. 

William  F.  Emerick,  son  of  William  H.  Emerick,  a 
farmer  of  Crawford  County,  Pennsylvania,  was  born 
in  Meadville,  September  7,  1868.  On  leaving  school  at 
the  age  of  17  he  immediately  secured  a  position  in  the 
machine  shops  of  the  Erie,  where  he  worked  for 
eighteen  months.  In  June,  1888,  he  was  advanced  to 
fireman,  and  as  he  was  particularly  adapted  to  the 
calling  he  had  chosen  he  progressed  so  rapidly  that  in 
December,  1891,  after  three  years  and  seven  months, 
he  was  promoted  to  engineer.  Since  that  time  he  has 
run  continuously  in  the  freight  service,  and  is  now  re- 
garded as  one  of  the  best  freight  men  running  out  of 
Meadville.  He  has  never  sustained  any  injury  what- 
ever, although  he  was  in  a  collision  at  Geneva.  Penn- 
sylvania, which  smashed  both  engines.  Mr.  Emerick 
made  his  first  trip  on  engine  1219  to  Kent  and  return 
with  through  freight.  On  May  10,  1890,  he  was  united 
in  marriage  to  Miss  Julia  Caddahan,  daughter  of  John 
Cad<lahan,  a  machinist  in  the  Erie  shops  at  Meadville. 
They  have  a  charming  family  of  three  children:  Lo- 
retta.  aged  8,  and  Marie,  6,  who  are  attending  school, 
and  William  C,  aged  5  years.  Mr.  Emerick  is  a  mem- 
ber of  B.  of  L.  E.,  No.  43,  and  B.  of  L.  F.,  No.  207, 
having  been  receiver  for  the  B.  of  L.  F.  for  four  years. 
He  is  one  of  the  prominent  citizens  of  Vallonia,  being 
interested   in    iho    welfare    of   the   village   and   tlic   ad- 


WILLIAM  EMMONS, 
BufTalo,  New  York. 

More  than  half  a  century  ago,  in  1847,  at  Ludlow- 
ville,  Tompkins  County,  was  born  the  man  whose  por- 
trait accompanies  this  sketch,  and  who  will  be  readily 
recognized  by  many  as  William  Emmons.  His  father, 
one  of  the  pioneers  of  that  region,  moved  to  Michigan 
while  William  was  still  a  child,  but  did  not  remain 
long,  finally  settling  at  Penn  Yan.  Here  the  boy's 
schooldays  began,  and  continued  until  his  15th  year, 
when  the  family  went  to  Port  Byron.  Here,  in  1862, 
he  began  driving  on  the  towpath  for  his  uncle.  In 
1864,  becoming  imbued  with  that  spirit  of  patriotism 
which  has  always  been  an  attribute  of  the  American 
youth,  he  entered  the  service  of  his  country  as  a  pri- 
vate in  the  ranks  of  Company  I.  124th  New  York  Vol- 
unteers, Captain  H.  Travis.  Colonel  Weygant,  com- 
manding. Young  Emmons,  though  but  17  years  old  at 
the  time  of  his  enlistment,  shouldered  his  musket  and 
marched  to  the  front  as  sturdily  as  his  older  com- 
panions in  arms.  He  was  speedily  initiated  in  the  hor- 
rors of  war,  being  nearly  burned  to  death  when  one  of 
a  detail  guarding  a  boatload  of  hay  on  the  James 
River.  The  cargo  caught  fire  from  shells  of  the  en- 
emy, and  twenty-three  of  the  men  were  badly  injured. 
Mr.  Emmons  and  some  others  escaped  by  jumping 
into  the  river  and  swimming  ashore,  exposed  to  a 
deadly  rain  of  bullets.  After  this  experience  the  young 
soldier  went  to  Fort  Stedman,  and  from  there  to 
Petersburg.  At  this  time  his  regiment  formed  part  of 
the  1st  Brigade,  3d  Division,  2d  Corps,  under  Generals 
Humphrey,  Meade  and  Grant,  and  figured  conspicu- 
ously at  Hatch's  Run,  and  the  big  raid  on  the  Jeru- 
salem Plank  Road.  From  Petersburg  the  fortunes  of 
war  took  them  to  Weldon.  On  March  25,  1865,  while 
young  Emmons  was  on  detail  picket  duty,  the  enemy 
crept  up  and  opened  fire  on  our  forces  and  Emmons 
found  himself  between  two  fires.  The  skirmish  was 
short  and  decisive,  the  Unionists  driving  back  the  Con- 
federates, and  taking  eighty  prisoners,  among  them  a 
colonel.  Returning  north  at  the  close  of  the  war,  the 
regiment  was  mustered  out  at  Newburgh,  and  thus 
ended  the  war  record  of  a  youth  who  was  destined,  in 
after  years,  to  control  the  safety  and  lives  of  many,  and 
whose  eye  today,  when  glancing  along  the  shining 
rails,  is  as  keen  as  it  was  thirty-five  years  ago,  when 
sighting    along    his    musket    at   a    "Jnlmny    Reb."    and 


262 


ERIE    RAILWAY    EDITION. 


whose  fingers  on  the  throttle  are  as  steady  as  when 
pressing  the  trigger  on  far-off  southern  battlefields. 
The  return  to  peace  necessitated  a  new  occupation,  and 
the  boy,  now  become  a  man,  opened  an  undertaking 
establishment.  This  branch  of  business  he  pursued  for 
six  years,  when,  his  health  being  undermined  liy  a 
violent  fever,  he  removed  to  Syracuse,  where  he  tried 
to  secure  a  position  on  the  Central.  Failing  in  this, 
he  came  to  Buffalo,  and,  in  1872,  having  made  per- 
sonal application  to  the  Master  Mechanic,  he  began 
firing  on  the  Lake  Shore,  on  a  freight  run.  For  five 
years  he  stuck  to  this  work,  quitting  it  to  embark  in 
the  commission  business.  But  the  railroad  fever  was 
on  him,  and  he  could  not  resist  its  behest,  and  on  Feb- 
ruary 15,  1878,  he  resumed  the  occupation  of  fireman, 
on  freight,  this  time  on  the  Erie.  For  two  years  more 
he  followed  the  calling,  and  was  then  again  forced  to 
quit  on  account  of  sickness  contracted  during  the  war. 
He  then  went  on  a  switch  engine,  where  he  remained 
until  the  date  of  his  promotion  to  engineer  of  same, 
September  24,  1881,  which  position  he  is  still  filling. 
Mr.  Emmons  was  married  on  October  26,  1875,  to  Miss 
Hattie  Wells,  at  Buffalo.  Five  children,  all  living,  are 
the  fruit  of  this  union.  Mr.  Emmons  is  a  Mason,  a 
member  of  Queen  City,  358,  Blue  Lodge,  and  a  regular 
attendant  at  the  Presbyterian  Church.  It  goes  without 
saying  that  he  is  a  G.  A.  R.  man,  and  he  never  misses 
the  annual  encampment  of  the  old  124th  Regiment. 


daughter  of  J.  R.  Dolan,  assistant  yardmaster  of  the 
Erie  at  Huntington.  Mr.  Erlenbaugh  is  a  member  of 
the  Machinists'  Union  of  Huntington,  the  Knights  of 
St.  John  of  Marion,  and  the  C.  B.  L.  of  Huntington. 


JOHN  H.  ERLENBAUGH, 
Marion.   Ohio. 

The  subject  of  this  sketch  is  a  young  man  whose 
past  achievements  stamp  him  as  possessed  with  quali- 
fications that  will  ultimately  bring  him  to  the  top  rank 
of  his  calling.  The  son  of  John  Erlenbaugh,  a  mer- 
chant tailor  of  Huntington,  Indiana,  he  was  born  in 
that  city  on  August  19,  1866.  After  receiving  a  com- 
mon school  education,  he  became  an  employe  of  the 
Chicago  &  Atlantic  on  January  4,  1883,  acting  as  call 
boy  for  a  period  of  three  months.  He  was  then  as- 
signed to  the  roundhouse  where  for  three  years  and 
two  months  he  worked  as  a  machinist's  helper;  and, 
becoming  a  competent  mechanic,  he  was  promoted  to  a 
position  in  the  Huntington  shops  where  he  worked  for 
two  years.  He  was  promoted  to  night  foreman  of  the 
Huntington  shops  for  a  period  of  two  years,  and  then 
worked  as  a  machinist  until  May  2,  i8gg,  when  he  was 
advanced  to  the  position  of  general  foreman  at  Marion, 
Ohio,  which  place  he  fills  to  the  entire  satisfaction  of 
his  superiors,  and  is  in  thorough  sympathy  with  those 
who  are  subordinate  to  him.  Mr.  Erlenbaugh  was 
married  October  23,   i888,  to   Miss     Eugenia     Dolan, 


RICHARD  J.  ESSON, 
Huntington.  Indiana. 

Richard  J.  Esson  is  another  of  the  Erie's  efficient 
engineers  who  donned  the  blue  for  service  in  the  na- 
tion's army  during  the  War  of  the  Rebellion.  He  was 
born  near  the  city  of  Lowell,  Massachusetts,  on  April 
8,  1843.  His  father  was  James  Esson,  a  taxidermist, 
and  Mr.  Esson  attended  school  in  his  home  town  until 
he  was  13  years  of  age,  when  he  entered  into  the  ac- 
tive affairs  of  life,  learning  the  carpenter  and  ma- 
chinist trades.  In  1862,  when  he  was  19  years  of  age, 
he  enlisted  in  Company  L  of  the  50th  New  York  Pon- 
toons, and  was  detailed  to  the  bridge  department  under 
Colonel  D.  C.  McCullom  of  the  United  States  Con- 
struction Corps.  He  served  for  three  years  and  re- 
ceived an  honorable  discharge.  During  that  time  he 
was  in  some  of  the  inost  perilous  places  of  the  ser- 
vice. The  building  of  pontoon  bridges  was  nearly  al- 
ways done  under  a  heavy  fire  from  the  enemy,  and  it 
will  be  readily  seen  that  the  position  was  one  of  ex- 
treme danger.  Mr.  Esson  was  one  of  the  corps  who 
built  the  bridge  across  Bull  Run,  and  was  there  during 
the  second  Bull  Run  fight  when  the  bridge  was  burned. 
He  began  his  railroad  career  as  a  fireman  on  the  Erie 
in  1870,  and  after  firing  freight  four  years  and  pas- 
senger four  years,  his  high  standard  of  work  was  re- 
warded by  a  promotion  to  engineer.  He  ran  on  the  old 
Erie's  road  between  Jersey  City  and  Port  Jervis  for  six 
years,  and  then  was  transferred  to  the  western  end  of 
the  road.  During  the  World's  Fair  he  ran  extra  pas- 
senger, but  for  the  past  few  years  he  has  been  on  the 
fast  freight  service  between  Huntington  and  Chicago. 
He  has  received  his  due  meed  of  praise  from  the  ofifi- 
cials  of  the  road  for  efficient  service  and  capable  work. 
He  was  married  on  September  19,  1870,  to  Miss  Mary 
L.  Garrison,  daughter  of  Elia  Garrison,  a  carpenter  in 
the  Cooks'  Locomotive  Works  at  Paterson,  New  Jer- 
sey. Four  children  have  been  born  to  them,  of  whom 
Richard  E.,  aged  28,  is  an  expert  machinist  and  mill- 
wright and  in  the  employ  of  the  "Big  Four"  Railroad; 
Katie  died  at  the  age  of  7;  Mamie  G.,  23  years  of  age, 
is  a  graduate  of  Huntington  High  Schools,  and  Lizzie, 
aged  18,  who  is  at  home.  Mr.  Esson  is  a  member  of 
B.  of  L.  E.,  Division  No.  221,  and  Knights  of  Honor, 
Lodge  1009,  of  Port  Jervis.  He  has  a  pleasant  home 
at  75  Oak  Street,  Huntington,  and  is  a  prominent 
citizen  of  that  city. 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


263 


A.   E.   ELLIOTT. 


JOHN   H.    ERLENBAUGH. 


264 


ERIE    RAILWAY    EDITION. 


BENJAMIN   R.   FARRELL, 

Midvak-,  New  Jersey. 

Benjamin  R.  Farrcll  was  born  in  West  Milford,  New 
Jersey.  April  25,  1868,  and  acquired  a  good  education 
by  attending  the  public  schools  of  his  native  town  until 
he  was  14  years  of  age.  His  father  was  Benjamin  R. 
Farrell,  a  general  contractor,  who  has  been  dead  some 
years.  The  young  man's  first  work  was  in  a  saw-mill, 
the  different  branches  of  which  occupied  his  attention 
until  1888  when  he  accepted  a  position  as  engine  watch- 
man for  the  Erie  Company.  This  work  was  not  ac- 
tive enough  to  suit  him,  but  it  gave  him  an  oppor- 
tunity to  become  somewhat  acquainted  with  locomo- 
tives and  their  workings,  and  later  in  the  same  year  he 
was  advanced  to  the  position  of  fireman.  So  well  did 
he  perform  his  duties  that  six  years  later,  when  an  op- 
portunity was  presented,  he  was  promoted  to  en- 
gineer and  assigned  to  the  freight  department.  The 
manner  in  which  he  handled  his  trains,  together  with 
his  general  efficiency  and  good  habits,  marked  him 
for  advancement,  and  soon  after  he  was  given  a  pas- 
senger run  between  Jersey  City  and  Midvale,  which  he 
still  holds.  In  i8go  Mr.  Farrell  was  united  in  marriage 
to  Miss  Susie  Ettinger,  daughter  of  Joseph  Ettinger,  a 
hotelkeeper  of  West  Midvale,  and  they  have  four  chil- 
dren. Joseph  Vernon,  Mary  Elizabeth,  Benjamin  R., 
Jr.,  and  Susie  R.,  the  two  oldest  of  whom  are  attending 
school.  Mr.  Farrell  is  a  member  of  Joseph  J.  Myrtle 
Lodge,  No.  232,  of  Little  Falls,  New  York,  and  is 
highl}'  regarded  by  his  fellow  citizens  and  railroad  men 
generallv. 


FRANK  M,  FARRELL, 

Midvale,  New  Jersey. 

One  of  the  Erie's  young  engineers  who  has  come 
rapidly  to  the  front  is  Frank  M.  Farrell,  who  was  born 
in  \\est  Millford,  New  Jersey,  July  20,  1874.  His 
father  was  a  contractor  and  carpenter  of  that  place, 
and  there  the  young  man  attended  school  until  he  was 
14  years  of  age.  He  then  went  to  Sufferns.  where  for  a 
few  months  he  worked  in  a  blacksmith  shop,  going 
from  there  to  Greenwood  Lake,  where  for  a  year  he 
acted  as  hostler  for  Mr.  GilTord.  In  1890  he  began 
work  as  watchman  on  the  Caldwell  Branch  at  Great 
Notch,  and  after  four  months  went  to  the  Greenwood 
Lake  Road,  where  he  was  employed  in  a  similar  ca- 
pacity for  six  months.  On  January  13,  1891,  he  started 
to  fire  for  George  Merritt  on  engine  164,  running  from 
Jersey  City  to  Pompton  Junction,  and  continued  as 
fireman  until  July  i,  1897.  when  he  was  promoted  to 
engineer  and  with  engine  296  was  given  an  extra 
freight  run  for  a  short  time,  but  so  well  did  he  acquit 


liimself  that  he  was  soon  advanced  to  extra  passenger 
runs.  Mr.  Farrell  is  unmarried  and  lives  with  his 
mother  in  Midvale.  He  is  a  member  of  Myrtle  Lodge, 
No.  232,  I.  O.  O.  F.,  of  Little  Falls,  New  Jersey,  and 
is  an  attendant  of  the  Presbyterian  Church  of  Mid- 
vale. where  he  is  held  in  high  esteem. 


FRANK   FARRELL, 

Youngstown,  Ohio. 

The  son  of  James  D.  Farrell,  an  engineer  of  the 
Salem  City  Railway  for  the  past  forty  years,  Frank 
Farrell  was  born  in  Sandusky,  Ohio,  on  iMay  23,  1862. 
I\Ir.  Farrell  left  school  at  the  age  of  16  and  went  to 
work  in  a  grocery  store,  where  he  remained  three 
years.  He  then  entered  the  service  of  the  Erie  as  a 
fireman  on  freight,  receiving  a  passenger  run  after 
being  on  the  road  a  month.  Three  years  later,  in  Oc- 
tober, 1884,  he  was  proinoted  to  engineer,  and  has  since 
run  continuously  in  the  freight  service.  Mr.  Farrell 
has  had  but  one  accident  during  his  career,  that  being 
when  his  engine  struck  a  broken  rail  and  jumped  the 
track;  fortunately  no  one  was  badly  hurt.  He  is  a 
member  of  the  B.  of  L.  E.,  Devereaux  Division,  No. 
167,  and  has  a  brother,  John  E.  Farrell,  who  is  also 
,nn  Erie  engineer. 


WILLIAM  FETTERS, 
Huntington,  Indiana. 

To  possess  a  disposition  that  makes  a  friend  of  every 
acquaintance  is  a  faculty  that  few  men  have,  and  there- 
fore it  is  to  be  prized  above  riches.  Such  a  man  is 
William  Fetters,  who  in  his  quiet,  unassuming  way 
has  won  the  respect  and  confidence  of  his  fellow  work- 
men, and  his  efficient  work  has  gained  for  him  the 
commendation  of  his  superiors.  He  was  born  in  Wash- 
ington County,  Iowa,  June  19,  1862,  and  is  tlie  son  of 
Solomon  Fetters,  a  farmer,  who  after  living  in  Miami 
County,  Ohio,  for  many  years,  died  in  February,  1895. 
The  young  man  attended  school  until  he  was  17  years 
of  age  and  then  worked  on  his  father's  farm  until  1890, 
when  he  entered  upon  his  railroad  career,  working  on 
the  coal  docks  of  the  Erie  at  Huntington.  He  was 
soon  advanced  to  fireman  and  served  efficiently  in 
this  capacity  between  Chicago  and  Marion  until  1896, 
when  he  was  promoted  to  engineer.  Since  that  time  he 
has  been  engaged  in  tfie  freight  service  running  be- 
tween Chicago  and  Marion.  He  was  married  Febru- 
ary II,  1887,  to  Miss  Margaret  Roher.  daughter  of 
Elijah  Roher,  a  farmer  of  Montgomery  County,  Ohio. 
They  have  an  interesting  family  of  five  children  who 
receive  the  motherly  care  of  Mrs.  Fetters;    Harry,  aged 


AMERICAN-    LOCOMOTIVE    ENGINEERS. 


265 


RICHARD  J.  ESSON. 


WM.   FETTERS. 


2G6 


ERIE    RAILWAY    EDITION. 


12;  Edna,  aged  lo.  and  Willi?,  aged  7,  are  attending 
Huntington  public  school;  Nora,  aged  4,  and  Dewey, 
aged  8  months,  complete  the  members  of  this  happy 
family.  Mr.  Fetters  is  a  member  of  William  Hugo 
Lodge,  B.  of  L.  F. ,  No.  166,  and  B.  of  L.  E.,  Division 
221.  Mr.  Fetters'  mother,  whose  maiden  name  was 
Catherine  Williamson,  died  in  March,  1873. 


THOMAS   FEENEY, 

Bufifalo,  New  York. 

The  subject  of  this  sketch  was  born  in  Buffalo,  New 
York,  on  November  26,  1863,  his  father  being  Michael 
Feeney,  a  laborer  of  that  city.  The  young  man  at- 
tended school  until  he  was  12  years  of  age  and  then 
accepted  a  position  as  cash-boy  in  a  dry  goods  store, 
which  place  he  held  for  two  years,  leaving  to  become  a 
messenger  for  the  Atlantic  &  Pacific  Telegraph  Com- 
pany. On  May  2,  1878,  he  began  his  railroad  career 
in  the  humble  capacity  of  engine  wiper.  For  two  years 
he  performed  this  work  in  a  highly  acceptable  man- 
ner, being  then  promoted  to  assistant  engine  hostler  at 
Buffalo,  a  position  he  held  for  three  years.  In  1884  he 
was  advanced  to  fireman,  running  on  freight  for  five 
years  and  then  on  passenger  for  two  years.  He  was 
promoted  to  engineer  in  1891  when  he  was  but  28  years 
of  age,  and  since  then  has  run  extra  in  the  freight 
on  all  branches  of  the  Buffalo  Division.  Mr.  Feeney 
is  a  bachelor  and  a  popular  man  among  his  host  of  ac- 
quaintances. He  is  a  member  of  Division  No.  15,  B,  of 
L.  E.,  is  a  fine  engineer,  standing  high  in  the  esteem  of 
his  superiors  on  account  of  his  estimable  qualities  as 
an  employe. 


WALTER  T.  FIELDS, 
Huntington,  Indiana. 

An  engineer  whose  thorough  mechanical  training 
fits  him  to  competently  fill  his  responsible  position  on 
an  important  passenger  run,  is  Walter  T.  Fields.  He 
was  born  in  Edgecomb,  Maine,  December  11,  1852,  and 
is  the  son  of  George  Washington  Fields,  a  tailor,  who 
moved  with  his  family  to  Boston,  Massachusetts.  The 
young  man  left  school  at  the  age  of  17  and  secured  a 
position  as  apprentice  in  the  Brooks'  Locomotive 
Works.  After  completing  an  apprenticeship  of  three 
years  and  a  half,  he  accepted  a  position  in  the  Charles- 
ton navy  yards,  where  he  remained  nearly  four  years, 
going  from  there  to  the  George  F.  Balke  Steam  Pump 
Works.  He  stayed  with  this  firm  four  months  and 
then  returned  to  the  navy  yard  for  another  year.  He 
then  accepted  a  position  in  the  repair  shop  of  the  Dun- 
kirk, Allegheny  Valley  &  Pittsburg  Railroad  at  Dun- 


kirk and  remained  there  for  five  years.  In  April,  1881, 
he  was  given  a  place  as  fireman  on  the  Erie,  and  after 
a  year  was  promoted  to  roundhouse  foreman  at  Marion, 
Ohio.  In  1883  he  was  promoted  to  engineer,  and  given 
a  freight  run  between  Chicago  and  Marion.  He  was 
advanced  from  time  to  time  in  the  importance  of  his 
runs,  and  recently  was  assigned  to  a  run  on  pas- 
sengers I  and  2  between  Huntington  and  Chicago.  He 
is  an  engineer  of  ability  and  discretion  and  his  ex- 
cellent work  has  won  the  approval  of  his  superiors  and 
the  praise  of  his  fellow  workmen.  September  7,  1877, 
he  was  married  to  Miss  Elizabeth  Burgess,  daughter 
of  John  Burgess,  a  carpenter,  of  Boston.  Two  chil- 
dren were  born  to  them,  Wallace  W.,  aged  16,  is  at- 
tending high  school,  and  Bessie  M.,  is  attending  pub- 
lic school.  Mrs.  Fields  died  in  August,  1892,'  of  spinal 
trouble,  and  in  October,  1893,  Mr.  Fields  was  married 
to  Miss  Etta  E.  Whitehouse,  daughter  of  Stephen 
Whitehouse,  a  shipbuilder  of  New  Castle,  jMaine.  Mr. 
Fields  owns  fine  property  in  Huntington,  and  is  a 
member  of  Lodge  1006,  Royal  Arcanum;  he  is  also 
a  prominent  member  of  B.  of  L.  E.,  Division  221,  hav- 
ing been  First  Assistant  Chief  of  this  division  two 
terms. 


ADAM   FISHER, 

Hornellsville,    New   York. 

The  subject  of  this  sketch  was  born  in  Wurtesburgh, 
Germany,  on  January  23,  1845.  He  received  his  educa- 
tion in  that  country,  emigrating  to  the  United  States 
in  1869  and  settling  at  Cleveland,  Ohio,  where  he 
worked  as  a  butcher  until  1872.  In  that  year  he  en- 
tered the  service  of  the  Erie,  working  in  the  shops  at 
Hornellsville  until  December,  1882,  when  he  was  ad- 
vanced to  fireman  and  assigned  to  the  Susquehanna 
Division.  He  was  promoted  to  engineer  in  1888,  since 
which  time  he  has  run  in  the  freight  service  and  has 
always  given  the  highest  of  satisfaction  in  the  man- 
agement of  trains  assigned  to  his  charge.  Mr.  Fisher 
was  married  on  May  4,  1874,  to  Miss  Elizabeth  Miller, 
and  four  children  have  been  born  to  them,  three  of 
whom,  Emma,  Frank  and  Elizabeth,  survive.  Mr. 
Fisher  is  a  member  of  Lodge  No.  47,  B.  of  L.  E..  and 
Evening  Star  Lodge,  No.  44,  F.  &  A.  M. 


WILLIAM  J.    FITZGIBBONS, 

Port  Jervis,  New  York. 

William  J,  Fitzgibbons  was  born  in  Greenville.  New 
York,  May  10,  1865,  and  is  the  son  of  John  Fitzgib- 
bons, a  farmer  residing  in  Orange  County,  New  York. 
Mr.   Fitzgibbons  left  school  at  the  age  of  14  and  de- 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


267 


voted  his  attention  to  farming  initil  the  fall  of  1883.  at 
which  time  lie  decided  to  try  his  fortune  as  a  rail- 
roader. The  opportunity  was  presented  to  him  in  the 
shape  of  a  position  as  brakeman  on  the  New  York 
Division  of  the  Erie,  and  so  well  did  he  like  the  call- 
ing that  he  decided  to  make  it  his  life  work.  In  the 
fall  of  1887  he  was  advanced  to  fireman,  and  for  the 
succeeding  five  years  ran  between  Port  Jervis  and 
Jersey  City,  being  promoted  to  engineer  in  1892. 
Since  that  date  he  has  had  an  engine  in  the  freight 
service  on  the  New  York  Division,  where  he  is  re- 
garded as  one  of  the  coming  engineers.  In  1887  Mr. 
Fitzgihbons  was  married  to  Miss  Mary  McDonald, 
daughter  of  a  prominent  farmer  living  near  Port  Jer- 
vis, and  two  daughters  have  been  born  to  them:  Katie, 
aged  6,  who  is  attending  public  school,  and  Josephine, 
who  is  2  years  of  age.  Mr.  Fitzgihbons  is  a  member  of 
Port  Jervis  Lodge,  No.  54,  B.  of  L.  E.,  and  is  popular 
with  his  many  associates  and  acquaintances. 


Fleet's  parents  are  dead,  but  Mr.  Fleet's  father  and 
mother,  aged  75  and  'j'i.  yet  reside  in  New  Jersey.  Afr. 
Fleet  owns  one  of  the  most  pleasant  homes  on  Jen- 
nings avenue,  and  is  a  valued  resident  of  Cleveland. 


WILLIAAI  D.  FLEET, 
Cleveland,   Ohio. 

The  second  oldest  freight  engineer  of  the  Mahoning 
Division  and  one  of  the  most  popular  and  efficient  men 
that  runs  out  of  Cleveland  is  William  D.  Fleet,  who 
was  born  in  Jersey  City,  N.  J.,  June  4,  1851.  He  was 
a  diligent  student  in  the  public  schools  of  that  city 
until  he  was  17  years  of  age,  when  he  entered  the  ma- 
chine shops  of  the  Jersey  Central  Railroad  as  an  ap- 
prentice. He  worked  about  nine  months,  being  then 
promoted  to  fireman,  in  which  capacity  he  served 
eighteen  months,  after  which  he  was  promoted  to  en- 
gineer. He  ran  an  engine  about  one  year,  going  then 
to  Cleveland,  where,  in  May,  1871,  he  was  given  a  posi- 
tion as  fireman.  He  fired  freight  one  year  and  six 
months  and  passenger  six  months,  being  given  an 
engine  in  May,  1872.  For  two  months  he  ran  a  yard 
engine  and  was  then  advanced  to  road  work  in  the 
freight  department,  in  which  he  has  continued  ever 
since,  for  the  last  five  years  having  a  through  run  be- 
tween Cleveland  and  Meadville.  Mr.  Fleet  is  a  mem- 
ber of  Riverside  Council,  Royal  Arcanum,  and  is  prom- 
inent in  Division  167,  B.  of  L.  E.,  having  served  on 
the  Board  of  Adjustment  one  term.  September  18, 
1873,  Mr.  Fleet  was  united  in  marriage  to  Miss  Sarah 
J.  Taylor  of  Cleveland,  and  two  children  have  been 
born  to  them,  Millie  L.,  deceased,  and  William  James, 
aged  Ji.  who  holds  a  good  position  in  the  Eric  shops. 
In  April,  1898,  he  enlisted  in  Battery  M,  6th  Regular 
Artillery,  and  served  through  the  recent  Spanish  war, 
being  honorably  discharged  January  17,  1899,  when  he 
returned    to    his    place    in    the    shops.      Both    of    Mrs. 


ISAAC  FLIGLE, 

Gallon,   Ohio. 

(Deceased.) 

Isaac  Fligle,  a  popular  and  efficient  engineer  of  the 
Erie  at  the  time  of  his  death,  was  born  in  Columbiana 
Count}-,  Ohio,  September  23,  1848.  On  leaving  school 
he  farmed  for  a  number  of  years,  abandoning  that 
avocation  to  accept  a  position  as  brakeman  on  the 
"Fort  Wayne"  Railroad.  In  1881  he  came  to  the 
Erie  as  a  fireman,  which  position  he  held  until  his  pro- 
motion to  engineer  in  1885,  and  then  ran  on  the  Third 
and  Fourth  Divisions  in  the  freight  service  up  to  the 
time  of  the  lamentable  accident  which  caused  his 
death.  On  the  morning  of  February  5,  1895.  he  ar- 
rived in  the  Kent  yards  at  5:30  on  engine  1244,  pulling 
train  8j.  He  stepped  froin  his  engine,  which  was  on 
the  siding,  to  look  her  over,  and  got  too  near  the 
main  track.  Switch  engine  403  came  upon  him  unex- 
pectedly, and  knocking  him  down,  ran  over  him.  De- 
ceased was  a  very  popular  man  among  his  brother  en- 
gineers and  stood  high  with  the  officials  of  the  Di- 
vision. He  was  married  December  24,  1867,  to  Miss 
Celcstia  Nazor  of  Crestline,  Ohio,  and  twelve  children 
were  born  to  them.  Mr.  Fligle  owned  a  pretty  home 
in  Gallon  and  was  a  respected  citizen  of  that  city. 


HARRY  G.  FLINT, 

Rochester,  New  York. 

One  of  the  recently  promoted  engineers  of  the 
Rochester  Division  is  Harry  G.  Flint,  a  clever  young 
man  who  is  destined  to  become  one  of  the  best  run- 
ners of  the  Division,  judging  by  his  thorough  qualifi- 
cations and  the  interest  he  manifests  in  his  calling. 
Mr.  Flint  was  bori\  in  Waterville,  N.  Y.,  June  26. 
1861,  and  is  the  son  of  Henry  G.  Flint,  a  shoemaker 
of  that  place.  He  secured  a  good  common  school 
education,  leaving  school  at  the  age  of  19,  and  for  the 
next  three  years  engaged  in  different  avocations;  but 
it  was  not  until  the  spring  of  1884  that  he  discovered 
the  calling  that  seemed  to  suit  his  preference.  It  was 
then  that  he  began  his  railroad  career,  working  two 
years  as  a  car  inspector,  and  accepting  a  position  as 
fireman  in  1886.  He  fired  freight  three  years,  switch 
engine  two  years  in  Rochester  yards,  and  was  on  a 
passenger    run    on   the    Rochester    Division    for    eight 


268 


ERIE    RAILWAY    EDITION. 


years.  Cn  June  i.  it-'gj,  he  was  given  a  merited  pro- 
motion to  engineer,  since  which  time  he  has  been 
running  extra  freight  on  the  same  division.  In  June, 
1891,  j\Ir.  Flint  was  married  to  Miss  Eva  Cowley, 
daughter  of  Abe  Cow'ey  of  Corning,  N.  Y.,  an  en- 
gineer on  the  B.,  R.  &  P.  Railroad.  They  have  two 
children,  Alice,  aged  7,  who  is  attending  public  school, 
and  Antoinette,  aged  3  years.  Mr.  Flint  is  a  member 
of  Rochester  Lodge  No.  99.  B.  of  L.  F. 


JOHN  J.  FOLEY, 

Huntington,    Indiana. 

John  J.  Foley  is  a  native  of  Pennsylvania,  having 
been  born  in  New  Castle  County  on  March  16,  1858. 
His  father,  Daniel  Foley,  was  a  railroad  man,  so  that 
it  was  but  natural  that  the  young  man,  after  acquiring 
a  common  school  education,  should  turn  his  attention 
to  the  railroad  business.  When  he  was  16  years  of 
age  he  secured  employment  on  the  Dunkirk,  Allegheny 
N'alley  &  Pittsburg  Railroad  and  worked  as  splice  boy 
on  a  construction  crew.  After  seven  months  he  left 
to  accept  a  position  as  driver  for  the  Warren  County 
insane  asylum,  a  place  he  held  for  eight  months,  going 
from  there  to  work  in  the  planing  mill.  Shortly  after 
this  he  accepted  a  position  as  brakeman  on  the  D.,  A. 
V.  &  P.  Railroad,  and  for  six  years  ran  between  Dun- 
kirk and  Titusville.  In  1882,  Mr.  Foley  resigned  and 
accepted  a  similar  position  on  the  Chicago  &  Atlantic, 
and  a  year  later  he  was  advanced  to  fireman.  Three 
years  afterward  he  was  promoted  to  engineer,  since 
which  time  he  has  been  engaged  in  the  freight  service 
and  has  won  a  high  place  in  the  estimation  of  the  offi- 
cials by  his  efficient  work.  He  is  a  highly  respected 
citizen  of  his  community  and  is  well  liked  by  his  fellow 
employes,  being  a  prominent  member  of  the  B.  of  L. 
E.,  Division  221.  In  April,  1888,  he  was  married  to 
Miss  Ellen  Cramer,  daughter  of  Patrick  Cramer,  a 
railroad  man  in  the  employ  of  the  "Big  Four,"  at 
Larue,  Ohio,  for  the  past  forty  years.  They  have  a 
charming  family  of  three  children,  Evelyn,  aged  10, 
and  Eileen,  aged  9,  are  both  attending  St.  Mary's 
school,  while  John  Louis,  the  baby  is  the  especial  care 
of  Mrs.  Foley,  who  looks  after  her  family  with  true 
motherly   instinct. 


RICHARD  FOLLAND, 

Chicago,    Illinois. 

Richard  Folland,  whose  father  was  John  Folland, 
a  farmer  of  Devonshire,  England,  was  born  December 
18,  1892,  in  that  country,  and  after  attending  school 
until   he   was   11   years   of  age,   went   to   work   on  his 


father's  farm.  In  the  spring  of  1871,  he  emigrated  to 
Canada,  settling  near  St.  Thomas,  where  he  worked  as 
a  farmer  for  two  years,  then  entering  the  employ  of 
the  Great  Western  Railway  as  a  fireman.  In  this  ca- 
pacity he  served  seven  years  on  freight  and  one  year 
on  passenger,  being  promoted  to  engineer  in  the  fall 
of  1881.  He  ran  two  years  on  the  Great  Western  and 
then  changed  to  the  Canadian  Pacific,  where  he  re- 
mained one  year,  coming  to  the  Erie  in  1885.  For 
four  years  he  pulled  freight  between  Chicago  and 
Huntington,  and  then  was  given  a  switch  engine  in 
the  Chicago  yards,  where  he  has  continued  for  the 
past  ten  years.  Mr.  Folland  is  a  careful,  capable  run- 
ner, and  his  work  has  always  been  of  such  a  character 
as  to  win  the  approval  of  his  superiors  and  command 
the  respect  of  his  brother  engineers.  January  22,  1875, 
he  w'as  united  in  marriage  to  Miss  Julia  Harriett 
Locke,  daughter  of  William  Locke,  a  hotel  keeper  of 
Niagara  Falls,  and  eight  children  have  been  born  to 
them.  Ernest  Charles,  aged  23,  is  a  fireman  on  the 
Alonon  Railroad;  May,  aged  19,  has  completed  her 
education  and  is  at  home;  Benjamin,  aged  2i,  and 
George,  16,  are  attending  high  school;  Albert,  aged 
13;  Fred,  11,  and  Leonard,  9,  are  attending  school, 
while  Irene,  a  bright  little  miss  of  5,  makes  their  home 
the  happier  for  her  presence.  Mrs.  Folland  is  a  mem- 
ber of  L.  O.  T.  M.,  Electric  Hive  No.  39,  and  is 
greatly  interested  in  its  affairs.  Mr.  Folland  belongs 
to  Lake  Division  No.  302,  B.  of  L.  E.:  K.  O.  T.  M.; 
Grand  Lodge  No.  53,  I.  O.  O.  F..  of  Niagara  Falls, 
and  Douglas  Council  No.  28,  O.  C.  F.,  of  Chicago. 
He  owns  a  pleasant  home  on  IMorgan  street,  and  is 
highly  respected  by  all  his  acquaintances. 


CHARLES  V.  FOLWELL, 

Salamanca,  New  Y'ork. 

November  20,  1861,  Charles  'V.  Folwell  was  born 
;it  Delaware  Grove,  Mercer  County,  Pennsylvania,  and 
while  he  was  still  young  his  father,  J.  G.  Folwell, 
moved  to  New  Hamburg,  Mercer  County,  Pennsyl- 
vania, where  he  still  resides.  At  this  latter  place 
Charles  attended  school  until  he  had  acquired  a  good 
education,  and  in  May,  1881,  went  to  Hornellsville, 
N.  Y.,  where  he  secured  a  position  in  the  Erie  shops. 
In  March,  1882,  he  was  advanced  to  fireman  on  the 
Western  Division  for  a  year,  going  then  to  the  Brad- 
ford Branch,  where  he  fired  until  December  7,  1885. 
when  he  was  promoted  to  engineer  and  ran  on  the 
P.  &  E.  Railroad  and  Bradford  Branch  until  it  was 
made  a  separate  division.  At  that  time,  by  choice, 
he  was  transferred  to  the  Allegheny  Division,  where 
he  ran  e.Ktra  for  a  while,  and  then  was  given  a  switch 
engine  in  the  Salamanca  3'ards.  which  position  he  has 


ami:kican  locomotive  engineers. 


2g» 


CHARLES  V.   FOLWELL. 


JOHN  J.   FOLEY. 


270 


ERIE    RAILWAY    EDITION. 


held  for  the  past  eight  years.  Mr.  Eohvell  is  a  mem- 
ber of  Lodge  No.  501,  I.  O.  O.  F. ;  Sons  of  Veterans, 
and  several  political  organizations  of  Salamanca. 
While  he  resided  in  Bradford  Mr.  Folwell  organized 
Lodge  326,  B.  of  L.  F.,  at  that  place,  which  has  since 
grown  rapidly  and  has  a  large  membership.  In  1888 
he  was  chosen  by  the  B.  of  L.  F.  to  represent  them  in 
the  convention  held  at  Salamanca,  when  the  officials 
of  the  Erie  made  the  agreement  on  time  and  other 
important  matters  which  is  in  force  at  present.  As 
a  reward  for  his  services  in  organizing  the  Lodge  at 
Bradford,  it  was  named  the  Folwell  Lodge  326,  B. 
of  L.  F.  Mr.  Folwell  has  served  two  successive  terms 
as  Village  Trustee  of  Salamanca,  and  was  solicited  to 
continue  ths  office,  but  declined  because  it  interfered 
with  his  personal  business.  He  was,  however,  ap- 
pointed a  county  committeeman  in  1897.  He  is  a 
member  of  the  volunteer  fire  department  and  is  an 
exempt  fireman.  The  C.  V.  Folwell  Hose  Company 
No.  3  was  named  in  honor  of  Mr.  Folwell.  Mr.  Fol- 
well was  married  January  6,  1886,  to  Miss  Carrie 
Schwab  of  Bradford,  Pa.,  and  four  children  have  been 
born  to  them,  of  whom  three  are  now  living — two 
daughters  and  one  son.  A  remarkable  exainple  of 
longevity  in  Mr.  FolwelTs  family  is  the  fact  that  on 
his  father's  side  the  grandparents  are  still  living  and 
reside  near  Philadelphia.  The  grandfather  is  nearly 
100  years  old.  The  Salamanca  Daily  News  of  April 
10,  1899,  in  speaking  of  Mr.  Folwell.  said,  "Liberality 
is  one  of  Folwell's  chief  characteristics." 


MELVIN   L.   FORBES. 

Lisbon,    Ohio. 

From  newsboy  to  road  foreman  of  engineers  is  the 
advance  made  by  Melvin  L.  Forbes  during  his  career 
of  thirty-one  years  of  railroad  life.  Born  in  Empire, 
Ohio,  December  18,  1854,  he  acquired  a  good  educa- 
tion in  the  public  schools  of  that  place  and  then,  at 
the  age  of  15,  secured  a  situation  as  news  agent  on  the 
Erie,  between  Cleveland  and  Sharon,  Pa.  One  year 
later  he  began  firing,  but  after  a  year  he  became  dis- 
satisfied and  went  to  braking  for  the  same  company. 
One  year  of  this  work  convinced  him  that  work  on  the 
engine  was  more  to  his  taste,  so  he  resumed  firing 
and  continued  for  five  years,  two  years  on  freight  and 
three  on  passenger.  As  a  fireman,  Mr.  Forbes  was  in- 
dustrious and  capable,  and  his  promotion  to  engineer 
May  6,  1877,  was  but  fitting  recognition  of  his  good 
work.  For  three  years  he  ran  a  switch  engine  in  the 
Cleveland  yards,  and  then  he  was  advanced  to  road 
work.  For  seven  years  he  pulled  freight  between 
Cleveland  and  Youngstown,  being  advanced  to  a  pas- 
senger run  on  the   Lisbon   Branch  at  the  end  of  that 


time,  and  after  eleven  years  running  passenger  between 
Niles  and  Lisbon  he  was  promoted  to  road  foreman 
of  engineers,  which  position  he  still  holds  and  capably 
fills.  As  an  engineer  he  is  classed  in  the  first  rank, 
his  ability,  judgment  and  high  character  having  been 
the  reason  for  his  promotion  to  the  important  posi- 
tion he  now  holds.  He  has  been  fortunate  in  never 
having  a  wreck  of  any  kind,  which  is  noteworthy,  con- 
sidering his  long  career.  Besides  having  a  high 
standing  with  the  officials  he  is  popular  with  the  en- 
gineers under  his  direction,  every  one  of  them  having 
only  words  of  praise  for  "Mel"  Forbes.  On  Christ- 
mas day,  1883,  he  was  united  in  marriage  to  Miss 
Sarah  Stewart  of  Empire,  Ohio,  and  they  have  a 
charming  family  of  two  sons  and  two  daughters,  all 
of  whom  are  attending  school  in  Lisbon.  Ohio,  where 
Mr.  Forbes  owns  a  very  pleasant  home.  He  is  affiliated 
with  Devereaux  Lodge  No.  167,  B.  of  L.  E. ;  Lisbon 
Lodge  No.  65,  F.  &  A.  M.;  Commandery  No.  42,  K.  T., 
and  Criterion  Lodge  No.  68,  K.  of  P.  His  family  is 
numbered  among  the  elite  of  Lisbon,  and  he  is  re- 
garded as  one  of  the  city's  most  substantial  and  influ- 
ential  citizens. 


GEORGE  H.  FORDYCE, 

Susquehanna,   Pennsylvania. 

A  highly  competent  and  popular  Erie  engineer  liv- 
ing in  Susquehanna  is  George  H.  Fordyce,  who  was 
born  in  that  city  January  9,  1853.  The  son  of  George 
H.  Fordyce,  Sr.,  for  many  years  engineer  on  an  ocean 
steamer  plying  between  the  Island  of  Cuba  and  various 
American  ports,  he  comes  by  his  mechanical  ability 
quite  naturally,  and  when  he  had  finished  securing  a 
good  common  school  education  at  the  age  of  17,  he 
entered  the  Erie  machine  shops  as  an  apprentice.  He 
worked  there  until  the  spring  of  1874,  when  he  was 
advanced  to  fireman,  a  position  he  faithfully  filled  for 
twelve  years,  one  year  of  which  was  on  freight.  In 
1886  he  received  a  merited  promotion  to  engineer  and 
for  ten  years  pulled  freight  on  the  Delaware  Division 
between  Port  Jervis  and  Susquehanna.  He  then  was 
transferred  to  a  pusher  between  Susquehanna  and 
Gulf  Summit,  which  place  he  has  held  for  the  past 
three  years.  Mr.  Fordyce  has  an  enviable  record,  his 
efficient  services  having  entitled  him  to  the  praise  he 
has  received  from  time  to  time  from  his  superiors, 
while  his  fellow  workmen  recognize  him  as  a  man  of 
high  character  and  worth,  and  esteem  him  as  such.  He 
is  a  member  of  B.  of  L.  E.,  Division  137,  and  for  ten 
years  was  affiliated  with  B.  of  L.  F..  No.  i,  of  Port 
Jervis.  Mr.  Fordyce  was  married  on  January  20, 
1879,  to  Miss  Jennie  Manderville,  daughter  of  Henry 
A.    Manderville,  a  wheelwright  of   Greenville,  Orange 


AMERICAN    LOCO.MOTIXE    EXGIXEERS. 


271 


GEORGE  H.  FORDYCE. 


JAMES  H.  FORDYCE. 


273 


ERIE    RAILWAY    EDITION. 


County,  New  York.  Mrs.  Fordyce  is  a  prominent 
member  of  B.  of  L.  E.,  Ladies'  Auxiliary.  They  have 
three  children.  George  H.,  aged  i8,  who  is  learning 
the  machinist's  trade;  Robert  W.,  aged  14,  attending 
Port  Jervis  school,  and  Maud  Grace,  5  years,  the  pet 
of  tlie  family.  Mr.  Fordyce  owns  a  very  pleasant 
home,  and  with  his  family  resides  his  mother,  a  very 
pleasant  and  intelligent  lady  of  58.  She  is  also  the 
mother  of  James  H.  Fordyce,  whose  sketch  appears 
on  another  pa,t;e. 


of  Eastern  Star.  He  is  the  owner  of  several  nice 
pieces  of  property  and  is  one  of  the  city's  most  valued 
residents. 


JAMES   H.   FORDYCE, 

Susquehanna,    Pennsylvania. 

The  son  of  George  H.  Fordyce,  Sr.,  an  engineer  on 
an  ocean  steamer  between  the  Island  of  Cuba  and 
various  ports  of  the  United  States,  the  subject  of  this 
sketch  was  born  in  Cuba.  October  30,  1862.  He  at- 
tended the  public  schools  of  Susquehanna  until  he 
was  18  years  of  age,  when,  having  received  a  good 
education,  he  engaged  in  farming.  This  vocation  lost 
its  charms  for  him  after  some  years,  and  then  for  two 
years  he  clerked  in  a  large  general  store  in  Port  Jer- 
vis, N.  Y.  In  December,  1S83.  he  was  offered  a  posi- 
tion as  fireman  on  the  Erie,  and  immediately  accepted 
the  same.  For  seven  years  he  fired  between  Port 
Jervis.  Susquehanna  and  Binghamton.  and  in  1890 
was  promoted  with  credit  to  engineer.  For  three 
years  he  ran  freight  on  the  same  division  and  then 
was  transferred  to  helper,  running  out  of  Susque- 
hanna yards,  which  place  lie  has  held  the  past  six 
years.  Mr.  Fordyce  is  a  young  engineer  who  gives 
evidence  of  developing  into  a  most  efficient  runner, 
having  already  demonstrated  that  his  ability  is  far 
above  the  average.  June  21,  1893,  he  was  united  in 
marriage  to  Miss  Bertha  M.  Curran,  daughter  of 
Peter  Curran,  for  many  years  master  mechanic  of 
the  Erie  at  Salamanca  and  Bradford.  Mr.  and  Mrs. 
Fordyce  are  a  very  popular  and  highly  esteemed  cou- 
ple, who  take  great  interest  in  society  affairs  in  Sus- 
quehanna. Mrs.  Fordyce  is  a  member  of  the  Eastern 
Star,  President  of  Keystone  Helpmate  Lodge  No.  20. 
the  Auxiliary  Lodge  of  B.  of  L.  F.  She  is  appointed 
to  represent  the  Grand  Lodge  of  New  Jersey,  Order  of 
the  Eastern  Star,  at  the  meetings  of  the  Pennsylvania 
Grand  Lodge  of  that  order  for  the  next  three  years. 
She  also  holds  the  office  of  Grand  Conductress  in  the 
Grand  Lodge,  Order  of  Eastern  Star  of  the  State  of 
Pennsylvania.  Mr.  Fordyce  is  Master  of  Keystone 
Lodge  No.  208.  B.  of  L.  F.;  belongs  to  F.  &  A.  M.. 
Canawacta  Lodge  No.  360  of  Susquehanna;  Susque- 
hanna Council  No.  140,  Royal  Arcanum,  and  is 
Worthy    Patron  of   Canawacta   Chapter   No.   5.   Order 


WILLIAM  H.  FORNEY, 
Newcastle.   Pennsylvania. 

Ever  conscientious  at  his  work,  an  attempt  to  save 
a  few  minutes'  time  cost  William  H.  Forney  very 
dearly  on  one  occasion.  He  was  pulling  a  through 
freight  with  engine  154  on  January  29,  1893,  when, 
between  Wheatland  and  Sharon,  he  had  occasion  to 
use  sand  on  the  slippery  track;  a  loose  sleeve  on  the 
sand  pipe  was  causing  the  sand  to  fall  inside  the  rail, 
and  he  called  for  brakes  to  stop  the  train  in  order  to 
repair  the  sleeve.  While  the  train  was  moving  slowly 
he  thought  he  could  remedy  the  defect  by  kicking  the 
pipe,  and  in  order  to  save  a  few  minutes'  time  he 
climbed  down  and  attempted  to  do  as  he  had 
thought.  When  he  kicked  the  pipe  he  lost  his  bal- 
ance on  the  slippery  ground  and  his  foot  was  caught 
by  the  wheels,  crushing  it  so  badly  that  he  eventually 
lost  the  leg  at  the  knee,  and  was  laid  up  three  months 
as  a  consequence.  ]\Ir.  Forney  was  born  on  a  farm 
in  Mahoning  County.  Ohio.  November  2,  1857.  and 
is  the  son  of  Joseph  Forney,  who,  at  the  age  of  73.  re- 
sides with  his  wife  at  Canfield.  Ohio.  Mr.  Forney's 
father  ran  a  saw  mill  at  Boardman,  Ohio,  and  at  the 
age  of  13  the  young  man  left  school  and  went  to  work 
as  fireman  in  the  saw  mill.  After  four  years  he  took 
charge  of  the  mill  and  ran  it  himself  four  years  longer. 
In  1881  the  family  left  Boardman  and  went  to  Canfield, 
Ohio,  and  at  this  place  Mr.  Forney  went  to  work  in  a 
planing  mill.  He  soon  left  this  place  and  then  worked 
at  various  jobs  until  November  7.  1881,  when  he  se- 
cured a  position  as  fireman  on  the  Erie.  He  served  in 
this  capacity  for  six  years,  and  in  that  time  made  for 
himself  the  record  of  being  one  of  the  best  firemen 
on  the  Niles  and  New  Lisbon  Branch,  his  engine  al- 
ways being  the  cleanest  and  his  general  work  of  the 
highest  order.  January  i.  1887,  he  was  promoted  to 
engineer,  and  for  the  first  nine  months  he  assisted  in 
the  double  tracking  between  Leeton-a  and  Leavitts- 
burg.  He  then  ran  freight  out  of  Niles  for  a  year  and 
was  transferred  from  that  to  running  yard  engine  at 
Newcastle.  Then  he  ran  through  freight  for  three 
years,  this  period  of  his  service  ending  with  his  acci- 
dent near  Sharon.  After  his  recovery  he  was  given 
the  yard  engine  at  Newcastle  at  road  pay.  and  has 
since  held  that  place.  He  was  married  August  7.  1887, 
to  Miss  Mary  Sayers.  the  charming  daughter  of  Frank 
Sayers,  a  retired  capitalist  of  Niles.  Ohio.     They  have 


AMKRICAN    LOCOMOTIVE    ENGINEERS. 


273 


two  children,  Joseph  H.,  aged  ii,  and  Frank  S.,  aged 
7,  both  of  whom  are  bright  young  lads  and  are  at- 
tending school.  Mr.  Forney  is  a  member  of  Niles 
Lodge  No.  138,  K.  of  P.;  ^lahoning  Lodge  No.  394, 
F.  &  A.  M.,  and  Friendship  Lodge  No.  329,  B.  of  L. 
E.  He  is  a  highly  respected  citizen  of  Newcastle,  and 
takes  great  interest  in  the  welfare  of  the  city,  being 
the  owner  of  several  valuable  pieces  of  real  estate, 
besides  his  own  pleasant  home. 


RICHARD  FORRESTEL, 
BulTalo,  New  York. 

Talent  and  tact  are  the  essential  elements  of  suc- 
cess in  life,  but  sad  to  relate  they  do  not  always  re- 
main inseparable.  In  many  instances  we  see  men 
who  possess  undeniable  talent  eking  out  an  existence 
in  some  calling  unsuitable  to  them,  and  all  because 
they  lack  tact  in  discerning  their  latent  talent,  or 
knowing  they  possess  il,  do  not  understand  how  to 
take  advantage  of  it.  In  like  manner  we  meet  those 
who  possess  tact,  but  not  talent,  and  their  many  fail- 
ures in  business  enterprises  attest  that  these  elements 
nnist  be  in  accord  for  perfect  success.  The  question 
as  to  whether  having  one,  the  other  can  be  developed, 
IS  a  subject  for  metaphysicians,  and  the  purpose  of 
this  sketch  is  not  to  delve  in  tlial  suljject.  but  to 
briefly  recoid  the  success  in  life  of  a  man  who  pos- 
sessed business  talent  and  had  the  tact  to  know  how 
and  when  to  use  it;  and  so  effectually  has  he  done  so 
iliat,  from  a  hotel  porter  in  1862  he  has  risen  to  the 
distinction  of  being  one  of  the  most  successful  busi- 
ness men  of  Buffalo.  Richard  Forrestel,  the  sub- 
ject of  our  sketch,  was  born  in  Ireland  on  July  26. 
1842.  being  the  son  of  Peter  Forrestel,  who  emigrated 
to  Quebec  in  1S49,  and  located  in  Bufifalo  the  same  year, 
where  he  was  employed  liy  the  Kasson  &  Son  Loco- 
motive I-'.xpress  Company.  In  those  days  the  large 
locomotive  manufactories  in  the  east  all  had  western 
sub-contractors  to  whom  they  shipped  their  engines, 
and  the  Kasson  &  Son  Company  was  one  of  the 
largest  individual  concerns  engaged  in  the  business  of 
transporting  engines,  having  special  cars  made  on 
which  to  haul  the  engines  instead  of  shipping  them 
"dead."  coupled  in  trains,  as  at  present.  Mr.  For- 
restel acquired  a  good  common  school  education,  and 
on  quitting  his  studies  accepted  a  position  with  the 
Kasson  &  Son  Company;  and,  after  leaving  them, 
soon  secured  a  position  in  the  machinery  department 
of  the  Lake  Shore  &  ^lichigan  Southern.  He  then 
went  to  Buffalo,  where  he  worked  as  porter  in  a  hotel 
for  a  short  time,  leaving  that  place  to  accept  a  posi- 
tion as  brakeman  on  the  Erie.  After  braking  for  a 
period  of  six   months  he  was  advanced  to  fireman   in 


1862,  in  which  capacity  he  worked  for  five  years.  While 
thus  engaged  he  displaj-ed  his  ability  in  a  manner 
that  won  him  many  testimonials  of  praise  for  tlic  in- 
dustry he  showed  in  keeping  his  engine  clean  and  his 
readiness  to  obey  implicitly  the  orders  of  his  su- 
periors. On  November  i,  1867,  he  was  promoted  with 
great  credit  to  the  rank  of  engineer.  For  nearly  seven- 
teen years  he  ran  freight  and  then  was  advanced  to 
passenger,  and  for  the  past  fifteen  years  has  pulled  one 
of  the  best  passenger  runs  out  of  Buffalo,  .\bout  a 
year  ago  Mr.  Forrestel's  health  began  to  feel  the  ef- 
fects of  the  severe  nervous  strain  engendered  by  so 
many  years  of  arduous  locomotive  running,  and  as  a 
consequence  he  has  made  but  few  trips  in  the  past 
year.  Having  decided  to  do  less  running,  Mr.  For- 
restel's active  nature  was  not  content  with  enjoying 
the  fruits  of  his  toil,  and  his  talent  for  business  soon 
induced  him  to  engage  in  contracting.  He  has  just 
recently  completed  a  contract  for  the  government,  that 
of  excavating  the  ground  for  the  foundation  of  the 
new  postoffice  at  Buffalo.  The  building,  which  is 
nearly  completed,  occupies  the  entire  block  at  the  cor- 
ner of  Oak  and  South  Division  streets.  Mr.  Forrestel 
is  also  general  manager  for  and  the  largest  stockholder 
in  the  Buffalo  Expanded  Metal  Company,  general 
contractors  in  fireproof  construction,  and  one  of  the 
leading  firms  in  the  city.  This  company  has  the  con- 
tract for  roofing  the  postoffice,  and  Mr.  Forrestel  will 
personally  superintend  the  work.  Besides  his  general 
teaming  trafiic,  he  also  does  a  large  business  in  con- 
tractors' supplies.  On  April  6.  1875,  ^Ir.  Forrestel 
was  married  to  Miss  Mary  Ruhlman.  daughter  of 
Lucas  Ruhlman  of  Buffalo.  Mrs.  Forrestel's  mother. 
Mrs.  Ruhlman,  makes  her  home  with  them,  and, 
though  74  years  of  age.  is  quite  vivacious  and  takes  a 
lively  interest  in  passing  events.  Four  children  have 
been  born  to  this  estimable  couple:  Miss  Isabella, 
the  eldest,  carried  off'  the  honors  in  the  eighth  and 
ninth  grammar  class  in  the  Buffalo  High  School,  and 
received  two  beautiful  gold  medals  in  token  of  her 
talent;  on  account  of  her  health  she  was  compelled 
to  leave  school  ere  she  graduated,  and  at  present  is 
taking  a  musical  framing.  Mary,  the  second  daughter, 
will  graduate  with  honor  from  the  High  .School  in 
the  spring  of  1900;  Eugene,  aged  15.  and  Richard, 
aged  II,  both  bright  lads,  are  attending  High  School. 
Mr.  and  Mrs.  Forrestel  are  both  members  of  the  Cath- 
olic Church,  and  Mrs.  Forrestel  is  President  of  the 
Ladies'  Auxiliary  of  the  B.  of  L.  E..  having  been  dele- 
gate to  the  meeting  of  the  International  Lodge  at  St. 
Louis  in  1898.  Their  home  at  535  South  Division 
street  is  one  of  the  finest  in  the  city.  Mr.  Forrestel 
is  a  member  of  Division  No.  15,  B.  of  L.  E.,  of  Buf- 
falo, and  Lodge  No.  23,  B.  P.  O.  E.  As  an  engineer 
.Mr.  Forrestel  enjoys  the  esteem  of  the  highest  officials 


274 


ERIE    RAILWAY    EDITION. 


of  the  road,  and  his  fellow  employes  honor  him  for 
his  past  record  and  the  interest  he  still  takes  in  the 
calling,  although  so  well  situated  in  life  that  he  could 
give  up  his  rights  as  an  engineer,  if  he  chose.  He  is 
one  of  the  leaders  of  the  Democratic  party  in  Buffalo, 
and  is  respected  and  admired  by  influential  men  of  all 
political  parties.  He  is  strictly  a  temperance  man  him- 
self, but  accords  to  every  man  the  right  to  form  his 
own  habits,  and,  of  course,  is  not  prejudiced  against 
those  who  use  intoxicants  or  sell  them.  Mr.  Forrestel 
is  a  great  smoker,  thoroughly  enjoying  the  comfort 
that  conies  through  the  blue  smoke  of  a  good  Ha- 
vana; and  well  may  he  enjoy  tlie  good  things  of  the 
present,  for  he  has  risen  through  his  own  efforts; 
what  worldly  possessions  he  has  have  been  gained  by 
his  own  labor.  He  possessed  talent,  and  he  used  his 
tact. 


FRANK  G.  FOSTER, 

Cleveland,    Ohio, 

(Deceased.) 

It  is  tliirty-two  years  since  Frank  G.  Foster  entered 
the  service  of  the  Erie,  and  during  that  time  he  en- 
joyed a  most  successful  career.  By  his  conservative 
and  cflicicnt  work  he  won  a  high  place  in  the  ranks 
of  the  engineers,  and  was  deservedly  popular  with  the 
oflicials  of  the  Mahoning  Division  and  his  fellow  em- 
ployes. He  was  born  at  Niagara  Falls.  N.  V.,  .Au- 
gust 15,  1845,  and,  after  attending  school  until  he  was 
15  years  of  age,  went  to  work  in  the  machine  shops 
of  the  New  York  Central  Railroad.  After  a  year  he 
went  to  Northeast  Pennsylvania,  and  for  three  years 
worked  on  a  farm,  going  from  that  place  to  Cleve- 
land, Ohio,  where  he  secured  a  position  in  the  Erie 
machine  shops.  In  September,  1867,  he  was  advanced 
10  fireman,  which  position  he  held  but  three  years, 
one  year  in  yard  and  two  years  on  passenger,  being 
promoted  to  engineer  in  September,  1870.  He  ran  a 
yard  engine  a  week  and  then  was  advanced  to  road 
work,  pulling  through  freight  from  Cleveland  to 
Youngstown.  He  held  this  run  for  thirteen  years  and 
then  was  given  a  passenger  train  running  between 
Cleveland  and  Sharon.  A  month  later  he  was  ad- 
vanced to  regular  passenger  duty  between  Cleveland 
and  Youngstown.  and  this  he  held  for  fourteen  years, 
being  recently  given  another  advance,  pulling  Nos.  16 
and  27  between  Cleveland  and  Leavittsburg.  On 
.Tune  17,  1874,  he  was  married  to  Miss  Lola  Landfear 
of  Garreltsville,  Ohio,  and  five  children  have  been  born 
to  them.  Harry  W'illard,  the  eldest,  is  dead;  Bert  E.. 
is  a  draughtsman  for  the  Globe  Iron  Works:  Frank 
D.  and  Lou  F.  are  attending  school:  Florence  E..  their 


only  daughter,  is  4  months  old.  Mr.  Foster  was  a 
member  of  Devereaux  Lodge  No.  167,  B.  of  L.  E., 
and  a  property  owner  of  Cleveland.  His  second  year 
of  firing  was  with  the  veteran  Hugh  Larkin.  The 
death  of  Mr.  Foster  on  June  26.  1899,  was  a  shock 
to  his  many  friends.  Strong,  and  apparently  the 
healthiest  of  men,  no  one  ever  thought  that  disease 
would  take  him  away  until  he  had  come  to  a  ripe  old 
age.  His  demise  was  the  result  of  an  acute  attack  of 
heart  trouble,  and  thus  we  are  forced  to  chronicle  the 
death  of  another  good  man,  a  model  husband  and 
father  and  a  fine  engineer. 


JOHN  S.  FOSTER. 

Port  Jervis.  New  York. 

For  all  the  years  of  his  railroad  life — and  they  are 
many — ^John  S.  Foster  lias  been  upon  the  New  York 
Division  of  the  Erie,  and  during  these  years  he  has 
made  for  himself  a  record  for  efficiency  not  surpassed. 
He  was  born  in  Newton,  Sussex  County,  New  Jersey, 
on  January  20.  1844,  and  up  to  1862,  when  he  was  18 
years  old,  he  passed  his  time  on  the  farm,  at  school, 
and  part  of  the  time  working  in  a  store.  But  neither 
of  these  walks  of  life  had  any  charms  for  him,  and  so, 
when  he  was  18.  he  went  to  work  on  the  old  New 
York  &  Erie  Railroad  as  a  fireman  on  the  Eastern 
(now  the  New  York)  Division,  his  first  run  being  on 
a  stock  train,  No.  10.  After  firing  on  freight  for  three 
years  and  the  same  number  of  years  on  passenger,  he 
was,  in  1868,  advanced  to  engineer  and  given  an  extra 
freight  run,  which  he  retained  for  three  months,  be- 
ing then  given  a  switch  engine  in  the  passenger  yard. 
This  work  he  followed  up  for  three  years,  and  then, 
after  a  short  time  on  the  road,  taking  everything  as 
it  came,  he  went  to  Port  Jervis  and  for  seven  years 
was  in  charge  there  of  the  pusher.  After  this  experi- 
ence, and  from  then  to  now,  he  has  had  a  regular 
passenger  run,  his  first  run  being  Nos.  31  and  32.  the 
night  express,  between  Jersey  City  and  Port  Jervis. 
He  now  has  charge  of  engine  No.  368,  a  Baldwin 
compound,  and  his  present  run  is  the  way  mail  east 
and  the  express  mail  west.  During  these  years  of  con- 
stant and  arduous  service  Mr.  Foster  has  never  had 
an  accident,  and  though  doubtless  he  lias  gone 
through  many  thrilling  experiences  he  cannot  be  made 
to  relate  them.  It  is  enough  that  his  passengers  know- 
that  their  lives  and  limbs  will  never  be  endangered 
through  fault  of  his.  and  this  they  do  know,  and  they 
know  it  well.  On  December  7,  i86r,  !\Ir.  Foster 
was  married  at  Stanhope,  X.  J.,  tu  Miss  Selina  M. 
Orner,  and  three  of  the  children  born  to  them  are 
-till    living:      Jacob,    the    oldest    son,    being    the    time- 


AMl'RICAN    LOCOMOTIVE    ENGINEERS. 


275 


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J^H 

WII.I.IAM    H,   FORNEY. 


JOHN'    S.    FOSTER. 


276 


ERIE    RAILWAY    EDITION. 


keeper  at  the  Ontario  &  Western  crossing;  Oliver  E., 
in  the  grocery  business  at  Port  Jervis,  and  their 
daughter.  Miss  Ella  Josephine,  residing  at  Port  Jer- 
vis, at  the  home  of  her  parents,  a  comfortable  and  cosy 
home,  which  they  own  themselves.  Mr.  Foster  is  a 
veteran  of  the  Brotherhood  of  Locomotive  Engineers, 
as  also  of  the  Odd  Fellows.  He  joined  the  former  in 
Jersey  City  in  i86g,  after  running  an  engine  one  year, 
and  is  still  a  member  of  Division  135.  The  latter  he 
became  a  member  of  in  1876.  being  one  of  the  veteran 
members  of  Lodge  32  of  Jersey  City.  Outside  of 
these  two  associations  he  is  not  a  society  man,  de- 
voting the  bulk  of  his  time  to  his  work  and  to  his 
family.  His  fellow  engineers  hold  him  in  high  esteem, 
as  does  the  company,  and  this  is  but  what  is  rightfully 
due  to  a  man  who  has  walked  all  his  life  in  the  path 
of  duty.  He  wears  his  years  well  and  bids  fair  to  add 
in  the  years  to  come  to  the  honorable  record  which 
he  now  possesses. 


ALBERT  W.  FOX. 
Bradford,  Pennsylvania. 

On  iSIarch  6,  1882,  Albert  W.  Fox  secured  a  posi- 
tion as  fireman  on  the  Erie  and  was  assigned  to  what 
is  now  the  Allegheny  Division,  where  he  fired  for  four 
years,  being  promoted  to  engineer  March  6.  1886.  He 
ran  on  the  Allegheny  Division  a  short  time,  being  then 
transferred  ■  to  the  Bradford  Division,  where  he  has 
been  ever  since  engaged  in  the  freight  service.  He  is 
a  member  of  Lodge  No.  4.  K.  O.  T.  M.,  and  Bradford 
Division  No.  280,  B.  of  L.  E. 


CHARLES  FRACK. 

Youngstown.  Ohio. 

Charles  Frack  was  born  in  Pottsville,  Pa.,  on  April 
13.  1851,  and  attended  school  until  he  was  17  years 
of  age,  when  he  went  to  work  as  stationary  engineer. 
He  followed  this  employment  for  six  years,  and  then 
went  to  Denver,  Colo.,  to  work,  but  remaining  there 
only  three  months.  He  returned  east  and  secured  a 
position  as  engineer  for  the  Niles  Coal  Company,  with 
whom  he  remained  three  years.  In  .-Xpril.  1878,  he 
entered  the  service  of  the  Erie  as  fireman,  being  pro- 
moted to  engineer  in  May,  1888,  and  has  since  run  in 
the  freight  service.  Mr.  Frack  is  a  member  of  the 
B.  of  L.  E.  and  the  Masons.  He  is  considered  a  fine 
engineer  and  is  highly  regarded  by  all. 


ELLAS  H.  FRALICK, 
Gallon,   Ohio. 

Elias  H.  Fralick  was  born  in  Montgomery  County, 
New  York,  August  25,  1835.  His  father  was  a  well- 
to-do  farmer  of  that  county,  and  the  young  man  at- 
tended school  and  worked  on  the  farm  until  he  was 
18  years  of  age.  In  1853  he  secured  a  position  on 
the  Erie  at  Port  Jervis,  New  York,  as  fireman,  and 
after  eighteen  months  of  service  his  ability  was  so 
marked  that  he  was  given  an  engine.  Shortly  after- 
ward he  went  to  Springfield.  111.,  and  accepted- a  run 
on  the  Wabash  Railroad.  Resigning  this  position  some 
time  later,  he  engaged  for  a  time  in  the  tobacco  and 
paper  business,  but  soon  sold  out  and  returned  to 
railroading.  He  went  to  Nashville.  Tenn.,  and  run 
a  hospital  train  between  Nashville  and  Stevenson,  re- 
turning to  Springfield  in  1863.  He  immediately  went 
to  work  on  the  Wabash  and  remained  in  the  employ 
of  that  company  until  October,  1866,  when  he  removed 
to  Gallon  and  accepted  a  position  on  the  Atlantic  & 
Great  Western,  where,  with  the  exception  of  the  first 
six  months,  he  has  been  continuously  in  the  passenger 
service.  For  the  past  five  years  he  has  had  charge  of  a 
run  on  the  New  York  Vestibule,  one  of  the  most  im- 
portant trains  on  the  road.  In  i860  Mr.  Fralick  made 
the  fastest  run  ever  recorded  on  the  Wabash  Railroad. 
He  was  taking  the  Illinois  delegates  from  Springfield 
to  Tolono.  just  prior  to  Lincoln's  first  nomination, 
and  the  run  was  made  to  connect  with  the  Illinois 
Central  Railroad.  He  was  chosen  by  the  company  to 
take  President  Lincoln  from  Springfield  to  the  In- 
diana state  line  (the  terminus  of  the  road),  when  on 
his  way  to  the  inauguration.  Mr.  Fralick  enjoyed  the 
personal  acquaintance  of  Abraham  Lincoln,  being  a 
neighbor  of  his  in  Springfield,  and  he  ate  a  piece  of 
the  large  cake  sent  the  President  after  his  election, 
and  which  was  used  as  a  mark  of  esteem  for  New 
Year's  callers,  January  i,  1861.  Mr.  Fralick  has  re- 
ceived many  letters  of  congratulation  from  the  Presi- 
dent of  the  Wabash  at  Springfield,  and  from  the  offi- 
cials of  the  Erie,  all  of  which  attest  his  efficiency  as 
an  engineer  and  compliment  his  fast  runs.  In  Septem- 
ber. 1895,  he  was  in  a  head-end  collision  about  six- 
teen miles  east  of  Dayton,  meeting  a  "wild"  engine 
returning  to  the  gravel  pits  at  Cannard,  Ohio.  The 
injuries  he  sustained  laid  him  up  for  about  four 
months.  Mr.  Fralick  is  a  member  of  B.  of  L.  E..  Di- 
vision 16,  and  Masonic  Lodge  No.  414.  In  1856  he 
was  married  to  Miss  Harriet  A.  Frank,  daughter  of 
.Adam  Frank  of  near  Albany,  N.  Y.  Two  children 
were  born  to  them:  Frank  A.,  aged  35,  graduated 
from  High  School  at  Gallon  and  Poughkeepsie,  N.  Y., 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


277 


ALBERT  W.   FOX. 


CHARLES  D.  FRAZEE. 


ERIE    RAILWAY    EDITION. 


and  is  now  chief  clerk  of  ihe  Bradford  Division  of  tlic 
Erie,  under  Superintendent  Merrick,  at  Bradford; 
Ada  E.,  the  second  cliild.  died  in  1880,  at  the  age  of 
16.  She  was  attending  school  at  the  time  of  her  death. 
Mr.  Fralick  owns  fine  property  in  Galion  and  is  a 
widely  known  and   respected  citizen. 


A.    FRANK, 

Horncllsville,  New  York. 

A,  Frank  is  one  of  the  Erie's  successful  young  en- 
gineers, and  his  pleasant  home  in  this  city  is  evidence 
of  his  thrift  and  economy.  Mr.  Frank  was  born  in 
Galion,  New  York,  on  August  2,^.  1862,  and  began  his 
railroad  career  on  the  Erie,  working  in  the  shops  for 
four  months  in  1883.  He  then  was  transferred  to  firing 
on  the  Allegheny  Division,  where  his  excellent  work 
secured  him  promotion  to  engineer  in  1888.  He  is  a 
member  of  B.  of  L.  E.,  Lodge  No.  47;  Lodge  No.  44, 
F.  &  A.  M.,  and  Lodge  No.  331,  I-  O.  O.  F.  ^Ir. 
Frank  was  married  in  February,  1896,  to  Miss  Jcmiie 
McDonald,  one  of  the  charming  yoiuig  ladies  of  tliis 
city. 


CHARLES  L.  FRANK, 

Oakland,   Pennsylvania. 

Besides  being  one  of  the  Erie's  competent  and  re- 
liable engineers,  Charles  L.  Frank  is  one  of  Oakland's 
best  citizens  and  successful  business  men,  owning  as 
he  does  some  of  the  best  property  in  the  city  and  con- 
ducting an  ice  business  that  is  highly  remunerative. 
Mr.  Frank  was  born  in  Coudersport,  Pa.,  February  14, 
1856,  and  was  the  son  of  William  H.  Frank,  wdio  was 
at  one  time  an  Erie  engineer,  but  who  resigned  to 
take  up  the  carpenter  business.  Mr.  Frank  left  school 
at  the  age  of  17  and  went  to  the  woods  of  Northern 
Michigan,  wdiere  he  engaged  in  lumbering  for  four 
years.  He  returned  to  Pennsylvania,  and,  settling  in 
Susquehanna,  engaged  for  a  while  repairing  carriages 
and  then  ran  a  carriage  shop  of  his  own  for  a  year  and 
a  half.  Disposing  of  it  in  1881  he  accepted  a  place  as 
fireman  with  the  Delaware  &  Hudson  Coal  Comijany, 
running  between  Oneonta,  Albany  and  Binghainlon. 
but  resigned  in  1882  to  accept  a  similar  position  on  the 
Erie.  He  fired  on  the  Erie  for  four  years,  being  pro- 
moted to  engineer  in  November,  1886,  and  then  for 
five  years  on  the  Delaware  Division  in  the  freight  ser- 
vice, and  one  year  on  the  Jefiferson  Division.  Seven 
years  ago  he  was  given  a  pusher  on  the  Susquehanna 
grade,  which  he  still  runs,  being  highly  satisfied  with 
the  change,  as  it  enables  him  to  be  at  home  more  to 


look  after  his  other  interests.  Mr.  I'rank  was  mar- 
ried in  December,  1881,  to  Miss  ;\nna  Tripp,  daughter 
of  Giles  Tripp,  a  prominent  jeweler  of  Broome  County, 
New  York.  They  have  two  charming  daughters, 
Winefred,  aged  12,  and  Mildred,  aged  10,  both  of  whom 
are  attending  public  school.  Mr.  Frank  is  a  man  of 
education  and  refinement,  and  with  his  family  move 
in  Vallonia's  select  circle.  He  is  a  member  of  Lodge 
No.  423.  I.  O.  O.  F.,  and  Division  137,  B.  of  L.  E.. 
and  was  First  Assistant  Engineer  of  the  last  named 
lodge  one  term. 


CHARLES  D.  FRAZEE, 

Port  Jervis,  New  York. 

The  subject  of  this  sketch.  Charles  D.  Frazee,  one 
of  the  best  engineers  on  his  division,  was  born  in 
Wayne  County,  Pennsylvania,  February  10,  1846.  He 
left  school  at  the  age  of  14  and  engaged  in  farming 
until  March  7,  1864,  when,  at  Easton,  Pa.,  he  en- 
listed in  Company  M,  112th  Pennsylvania,  under  Capt. 

A.  P.  Barber,  and  served  until  January  29,  1866,  when 
he  was  honorably  discharged,  having  participated  in 
the  battles  of  the  Wilderness  and  Cold  Harbor  with 
the  army  of  the  Potomac,  and  was  on  duty  during  the 
reconstruction  period.  Mr.  Frazee's  first  railroad 
service  was  with  the  Delaware,  Lackawanna  &  West- 
ern as  a  brakeman.  and  the  first  trip  out  he  w'as  so 
badly  injured  as  to  lay  him  up  for  two  months.  In 
December,  1868,  he  began  firing  on  the  Erie,  and  after 
four  years  was  promoted  to  engineer  on  January  i, 
1871.  For  twenty-one  years  he  pulled  freight,  being 
rewarded  for  faithful  and  efficient  service  in  August, 
1892,  by  advancement  to  a  run  on  Nos.  5  and  12,  the 
Chicago  Limited,  which  he  has  held  with  great  suc- 
cess ever  since.  On  November  2,  1870,  Mr.  Frazee 
was  married  to  Miss  Henrietta  .Alrich  of  Kingston. 
N.  Y.,  and  their  union  has  been  blessed  with  four  chil- 
dren, two  boys  and  two  girls.  Mr.  Frazee  has  en- 
countered the  usual  dangers  that  harass  the  life  of 
railroad  men,  but  considers  that  he  has  come  off 
luckily  so  far.  In  1869,  while  firing  engine  240,  she 
struck  a  rock  on  the  track  at  Handsome  Eddy,  where 
the  embankment  is  seventy  feet  high  and  then  slopes 
down  to  the  river.  Tile  engine  and  fourteen  cars  went 
over  into  the  ri\er,  IMr.  Frazee  and  the  engineer  sav- 
ing  themselves   by   jumping.      He  is  a   member   of   the 

B.  of  L  E.;  Ustayanta  Lodge  No.  143,  I.  O.  O.  F.. 
having  occupied  all  the  offices  in  the  local  lodge  and 
is  now  a  member  of  the  Grand  Lodge;  he  also  belongs 
to  Carroll  Post  No.  279,  G.  A.  R.,  and  is  at  present 
Senior  Vice  Commander,  serving  his  fourth  term  in 
this  office. 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


279 


JAMES   EREER, 

Galiiiii.    Ohio. 

James  Freer  is  one  of  those  engineers  who  eom- 
nienced  at  the  beginning  and  has  gradually  worked 
himself  up  to  his  present  position.  Ele  was  born  in 
Dundee,  Scotland,  on  March  15,  1856.  His  father, 
Robert  Freer,  came  to  Kent  in  1870,  and  was  also 
with  the  Erie  system  some  years.  Mr.  Freer  attended 
school  until  he  was  14  years  of  age,  at  which  time  his 
family  came  to  America.  He  immediately  secured  em- 
ployment with  the  Atlantic  &  Great  Western  Railroad 
as  a  wiper  in  the  roundhouse  at  Kent,  which  he  held 
until  1873.  when  he  began  firing  for  the  same  company. 
After  a  short  time  he  left  to  accept  a  similar  position 
with  the  Chicago  &  Eastern  Illinois  Railroad  at  Dan- 
ville. 111.,  but  only  remained  six  months.  He  re- 
turned to  Kent  and  again  went  to  work  for  the  A.  G: 
&  W.  He  fired  and  took  care  of  engines  for  twelve 
years,  and  in  December,  1885,  was  promoted  to  en- 
gineer. For  the  past  fourteen  years  he  has  had  a 
through  freight  run.  He  has  met  with  but  one  acci- 
dent in  his  railro.-id  career,  and  has  been  in  but  one 
wreck.  He  was  married  in  April,  1892,  to  Miss  Minnie 
Coffey  of  Akron,  Ohio,  and  three  children  have  been 
born  to  them.  Nellie  E.,  aged  6,  is  now  attending 
school:  the  other  children  are  Isabel,  aged  5,  and  the 
baby,  Eugene,  15  months  old.  Mr.  Freer  owns  a 
comfortable  home  on  Grove  avenue,  and  is  highly 
esteemed  by  all.  He  is  a  member  of  B.  of  L.  E.,  Di- 
vision 16,  and  Rockton  Lodge  No.  316  of  Kent  Ma- 
sonic Order. 


WILLIAM  A.  FRENCH. 

Spring   X'alley,   New   York. 

William  A.  French  is  a  native  of  Germany,  ha\ing 
been  born  in  the  state  of  Hanover,  that  country,  on 
November  23,  1867.  He  came  to  this  country  at  the 
age  of  7,  and  with  his  parents  settled  in  Jersey  City, 
where  he  secured  his  education,  having  attended  No. 
4  school  in  that  city  until  he  was  14  years  of  age.  On 
leaving  school  he  worked  three  years  for  the  Union 
News  Company,  and  during  that  time  became  enam- 
ored of  a  railroad  life.  On  terminating  his  employ- 
ment with  the  Union  News  Company  he  secured  a 
position  in  1885  as  brakeman  on  the  New  York  & 
Ne\v  Jersey  Railroad,  serving  in  that  capacity  until 
September,  i88g.  when  he  became  an  Erie  fireman, 
working  under  Engineer  William  Onderdank.  His 
career  as  a  fireman  was  extremely  short,  owing  to  his 
meritorious  work  and  steadfast  devotion  to  duty.  On 
May  10.  1891,  Mr.  French  was  promoted  to  engineer 
.ind  ran  as  extra  niuil   i8g6,  when  he  was  given  engine 


II  and  placed  on  a  run  between  Ilaverstraw  and  Jer- 
sey City.  He  still  continues  on  this  run,  now  having 
engine  351.  But  one  wreck  has  fallen  to  his  lot,  and 
that  was  a  bad  one,  being  a  head-end  collision  on  a 
curve,  the  cause  of  which  was  the  opiidsing  train  not 
displaying  proper  signals.  Thirteen  passengers  and 
ihe  train  crews  were  hurt  in  this  wreck,  the  blame  for 
which  did  not  attach  to  Mr.  French.  He  was  married 
on  November  8,  1892,  to  Miss  Phcna  Oakley  of  Spring 
Valley,  and  they  reside  in  their  own  pretty  home  in 
that  city,  where  they  are  numbered  among  the  very 
best  citizens.  Mr.  French  is  a  member  of  Hudson 
Lodge  No.  135,  B.  of  L.  E.,  and  Amity  Lodge  No.  192, 
L   O.  O.   F.,  of  Spring  Valley. 


FREDERICK  FUHES, 


Wellsville.  Nt 


rk 


Frederick  Fuhes  was  born  in  Wellsville,  New  York, 
August  6,  1858,  and  received  his  c.irly  education  in 
the  schools  of  that  city,  having  been  a  close  student 
until  he  was  19  years  of  age.  He  then  went  to  work 
in  the  machine  shops  of  L.  Sweet  &  Co.,  where  he 
learned  the  machinist's  trade.  Later  he  was  em- 
ployed by  McEwen  Brothers,  and  finally  by  the  Erie 
as  a  machinist.  In  1883  he  began  firing  for  the  Erie, 
and  in  November,  1888,  was  promoted  to  engineer  and 
assigned  to  the  Bradford  Branch,  where  he  remained 
until  the  time  of  his  death,  November  9,  1893.  On  the 
day  of  his  demise  he  started  out  to  work  in  gay  spirits, 
being  much  elated  over  his  new  engine.  No.  684.  but 
as  he  was  coming  into  Freeman  he  called  his  fireman 
to  his  aid.  saying  he  had  a  terrible  pain  in  his  head. 
As  the  fireman  took  his  place  Mr.  Fuhes  staggered 
and  fell  dead  from  heart  disease.  He  was  a  popular 
young  man  and  had  friends  by  the  hundred  among  the 
railroad  men  and  elsewhere,  for  no  one  knew  him  but 
to  form  a  genuine  friendship,  which  always  grew  as 
they  came  to  know  him  better.  While  in  Wellsville 
he  was  a  member  of  the  Macken  Hose  Company;  he 
was  also  affiliated  with  the  C.  M.  B.  A.,  and  the  Oil 
Exchange,  No.  254.  Division,  B.  of  L.  E.,  having  rep- 
resented the  division  in  the  Brotherhood  convention 
in  Denver  in  i8gi. 


DANIEL  A.  FUREY, 

Susquehanna,   Pennsylvania. 

Daniel  A.  Furey,  whose  father.  Patrick  Furey,  was 
a  railroad  man  in  the  employ  of  the  Delaware,  Lacka- 
wanna &  Western  Railroad,  was  born  in  Bridgewatcr, 
Pennsylvania,  June  28,  1853.  He  left  school  at  the  age 
of  g  years  and  began  his  railroad  career  in   1862  as  a 


280 


ERIE    RAILWAY    EDITION. 


DANIEL  A.  PUREY. 


CHARLES  GARLACH. 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


281 


water  boy  on  the  D.,  L.  &  W.  In  1863  he  went  to  the 
Erie,  where  he  was  water  boy  in  the  different  parts  of 
the  service  until  iSog,  when  he  went  to  work  in  the 
shops  at  Susquehanna  as  a  wiper.  Three  years  later 
he  was  promoted  to  fireman,  and  for  the  ensuing 
eleven  years  he  fired  on  the  Jefferson  Division — eight 
years  on  trei.t;ht  and  three  years  on  passenger.  His 
promotion  to  engineer  occurred  in  1883,  and  for  the 
past  eleven  years  he  has  run  freight  and  passenger  on 
the  Delaware  and  Jefferson  Divisions.  He  is  credited 
with  being  one  of  the  reliable  and  efficient  engineers 
of  the  division,  and  is  highly  popular  with  his  fellow 
employes  and  acquaintances  generally.  Mr.  Furey  is 
affiliated  with  Starrucca  Lodge  No.  137.  B.  of  L.  E.. 
and  is  the  owner  of  some  well  improved  property  in 
Susquehanna  County.  His  mother,  Mrs.  Bridget 
Furey.  aged  65.  is  still  living,  and  is  quite  hale  and 
hearty.  The  family  consists  of  Mr.  Furey.  his  brother 
and  two  sisters,  one  of  whom  is  married,  while  the 
other  children  still  live  at  home  with  their  mother 


the  D.  &  H.  Canal  Company;  Benjamin  C.  aged  24. 
resides  at  home;  Katie  died  at  the  age  of  15.  Daniel  at 
6,  and  James  in  infancy.  Mr.  Gardner  owns  a  fine 
home  in  Honesdale,  and  belongs  to  Lodge  No.  54  of 
Port  Jervis  and  the  Knights  of  Honor  of  Honesdale. 


BENJAMIN  GARDNER. 

Honesdale,   Pennsylvania. 

Benjamin  Gardner  was  born  in  Factorville,  Wyo- 
ming County.  Pennsylvania,  on  July  17,  1836,  being  the 
son  of  Wilbur  Gardner,  a  carpenter,  and  afterwards 
merchant  of  that  place.  After  leaving  school  the 
young  man  clerked  in  his  father's  store  until  1856.  and 
then  began  his  railroad  career  as  a  flagman  on  the 
Delaware.  Lackawanna  &  Western.  After  a  year  he 
was  advanced  to  brakeman,  in  which  capacity  he 
served  until  1858,  when  he  was  transferred  to  firing. 
He  ran  between  Great  Bend,  Pennsylvania,  and  Ham- 
ton  Junction,  New  Jersey,  until  i860,  when  he  was 
promoted  to  engineer.  After  running  two  years  he 
resigned  in  August,  1862,  and  enlisted  in  Company  I, 
I32d  Pennsylvania  Volunteers,  being  mustered  out 
of  service  in  May,  1863.  He  returned  to  the  D.,  L.  & 
W.  and  ran  until  April,  1864,  when  he  left  to  run  an 
engine  for  the  Government  in  Virginia.  In  .August. 
1864,  he.  left  the  service  of  the  Government  and  ac- 
cepted an  engine  on  the  Philadelphia  &  Reading,  but 
after  two  months  he  went  to  the  D.,  L.  &  W..  where 
he  remained  until  April  i,  1865,  when  he  resigned 
and  entered  the  employ  of  the  Erie,  where  he  has 
remained  continuously  for  the  past  thirty  years,  now- 
having  a  passenger  run  between  Port  Jervis  and 
Honesdale.  Mr.  Gardner  was  married  in  October, 
i860,  to  Miss  Sarah  E.  Cooper,  daughter  of  Milton 
Cooper,  a  merchant  tailor  of  Nicholson,  Pennsylvania. 
Six  children  have  been  born  to  them,  three  of  whom 
survive;  Wesley  AL,  aged  31,  is  a  bookkeeper;  Paul 
W.,  26.   is  private   secretary   lo   tlie   Superintendent   of 


JOHN  GAFFNEY, 

Susquehanna.    Pennsylvania. 

On  June  18,  1858.  John  Gaffney  was  born  at  Gulf 
Summit,  New  York,  and  is  the  son  of  Patrick  Gaffney, 
a  prominent  farmer  of  Brown  County,  New  York. 
After  receiving  a  common  school  education  Mr.  GafT- 
ney  learned  the  carpenter's  trade,  working  at  the  same 
for  a  period  of  three  years.  In  1880  he  turned  his  at- 
tention to  railroading,  having  secured  a  position  as 
brakeman  on  the  Erie,  in  which  capacity  he  served 
cfficienlly  for  a  period  of  seven  years.  In  1887  he  was 
advanced  to  fireman,  and  after  firing  two  years  was 
given  a  passenger  run.  This  he  held  until  April,  1893. 
when  he  was  regularly  promoted  to  engineer.  Since 
that  date  he  has  had  charge  of  a  freight  run  on  the 
Jefferson  Division,  has  established  a  fine  record  as  an 
engineer,  and  has  made  many  firm  and  lasting  friends 
among  those  with  whom  he  daily  associates.  Mr. 
Gaffney  was  married  November  25,  1882,  to  Miss  Ellen 
McMahon,  daughter  of  Bryan  McMahon,  a  farmer  of 
Browne  County,  New  York,  and  they  have  an  inter- 
esting family  of  seven  children,  of  whom  John,  Mary, 
Alice,  Francis,  Edward  and  Helen  are  attending  Lau- 
rel Hill  Academy,  while  Rose  Anne  is  the  baby  and 
pet  of  the  household.  Mr.  Gaffney  owns  a  very  pretty 
residence  in  Carbondale,  and  is  one  of  the  prominent 
members  of  Keystone  Lodge  No.  208,  B.  of  L.  F,, 
having  been  Master  for  two  terms;  he  is  also  a  charter 
member  of  the  C.  M.   B.  A.  of  Carbondale. 


JACOB   GAISER, 

Cleveland,   ( )hio. 

Jacob  Gaiser  was  born  in  Cleveland,  Ohio,  Decem- 
ber I,  1867.  He  attended  the  public  schools  of  that 
city  until  he  was  14  years  of  age,  when  he  went  to 
work  as  a  delivery  boy  in  a  butcher's  shop,  a  position 
he  held  for  about  four  months,  when  he  secured  a 
position  as  call  boy  for  the  Erie.  He  served  in  this 
capacity  for  about  eighteen  months  and  was  then  laid 
off.  For  the  next  year  he  had  no  regular  employment, 
but  in  1884  he  was  employed  by  the  Colwell  &  Collins 
Nut  and  Bolt  Company,  with  whom  he  remained  six 
months,  going  from  there  to  a  hoop  mill  for  a  year. 
His'  next  position  was  with  the  Cleveland  Machine 
Forge    Company   running  a   turning  press,   and   when 


282 


ERIE    RAILWAY    EDITION. 


he  had  been  with  them  three  years  the  firm  moved  to 
Chicago,  and  Mr.  Gaiser  went  to  work  in  the  Erie's 
boiler  shop,  wlierc  he  remained  nntil  June  24.  1889. 
when  he  was  advanced  to  fireman.  His  career  of  sev- 
en years  and  a  half  on  freight  and  si.x  months  on  pas- 
senger was  a  very  creditable  one,  and  in  September, 
1897^  he  was  promoted  to  engineer.  He  was  assigned 
to  yard  work  at  Cleveland,  where  he  still  runs  regu- 
larly, being  called  quite  frequently  to  do  extra  road 
work.  Though  he  is  one  of  the  young  engineers  of 
the  Division  he  has  made  a  record  that  demonstrates 
his  judgment  and  ability,  which,  coupled  with  his  faith- 
ful discharge  of  duty,  has  won  him  the  favor  of  his 
superiors,  while  with  his  brother  engineers  he  has  al- 
ways enjoyed  the  most  cordial  relations.  He  is  a  mem- 
ber of  Forest  City  Lodge,  No.  10,  B.  of  L.  P.,  and  is 
an  active  worker  for  the  welfare  of  the  order.  Mr. 
Gaiser's  father  and  mother  both  reside  in  Cleveland, 
and  being  unmarried  he  makes  his  home  w'ith  them. 


IRA   E.   GARRISON, 

Jersey   City,    New  Jersey. 

Energetic  and  aniliitious.  the  life  of  Ira  E.  Garrison 
has  been  up  to  the  present  time  a  busy  existence,  and 
as  he  keeps  the  fires  even  and  blows  no  steam  in  use- 
less ways,  it  is  more  than  likely  that  his  life  will  ever 
be  bristling  with  activity.  He  was  born  at  Stone 
Bridge,  Orange  County,  New  York,  December  21, 
1861.  while  his  father  was  in  the  South  fighting  for 
Uncle  Sam.  and  in  1866  the  family  moved  to  Bull's 
Ferry  on  the  Hudson,  where  the  young  man  attended 
a  private  school  until  he  w-as  7  years  old.  Then  they 
moved  to  Greenwood  Lake,  where  he  went  to  school 
until  he  was  12.  At  this  time  he  went  to  work  as  a  bell 
boy  for  L.  Y.  Jenness,  and  staid  with  him  until  he  was 
17  years  of  age.  After  working  tw'o  years  for  a  coal 
company  at  Sterling  he  w'ent  to  Goshen,  New  York, 
where  he  learned  the  painter's  trade,  w-orking  as  a 
journeyman  until  he  was  27.  Leaving  Little  Falls, 
New  Jersey,  he  secured  a  place  taking  care  of  engines, 
being  advanced  July  17.  1889,  to  fireman,  and  w-ent  out 
on  engine  177  with  Al  Dittig,  now  deceased,  on  train 
No.  2,  from  Little  Falls  to  Jersey  City.  He  continued 
in  this  branch  of  the  service  until  July  18,  1893.  at 
which  time  his  excellent  work  was  rew^arded  by  pro- 
motion to  engineer,  and  being  given  engine  166  made 
his  first  trip  from  Caldwell  to  Caldwell  Junction,  since 
which  time  he  has  been  in  active  road  service.  Mr. 
Garrison  was  married  July  19.  1883,  to  Miss  Winnie 
Ross  at  Sugar  Loaf,  New  York,  April  3,  1866.  Six 
children  have  been  born  to  them,  of  whom  four  are 
living,  the  oldest  being  Clifford  R.,  aged  14.  the  young- 
est Lillie,  aged  6.     Mr.  Garrison  is  a  member  of  B.  of 


L.  E.,  Lodge  135;  Rising  Star  Lodge,  No.  210,  I.  O. 
O.  F.,  and  Guiding  Star  Lodge,  No.  522,  Royal  Arca- 
num. \\hile  firing  engine  No.  5  the  engine  turned 
over  at  Blumfield  on  August  12,  1888,  and  this  is  the 
only  accident  he  has  ever  experienced.  Mr.  Garrison 
is  a  jn-operty  owner  and  leading  citizen  of  his  city. 


LEO   G.\TES, 
Hornellsville.   New  York. 

Germany  was  the  birthplace  of  Leo  Gates,  he  having 
first  seen  the  light  of  day  in  that  far-of?  land  on  No- 
vember 22.  1S42.  In  1848  his  father,  Stanislaus  Gates, 
emigrated  to  America,  settling  in  New  York.  Here 
the  young  man  grew  up  and  received  his  education  in 
the  public  schools.  In  1858.  when  he  was  16. years  of 
age,  he  secured  a  position  with  the  Erie  as  a  helper  in 
the  round  house,  and  was  soon  assigned  to  wiping 
engines.  After  two  years  of  this  work  he  was  ad- 
vanced to  fireman,  and  for  four  years  and  a  half  served 
in  that  capacitj',  resigning  to  accept  a  similar  place 
on  a  lake  steamer.  He  ran  between  Dunkirk,  Toledo 
and  other  terminals  for  a  season  and  then  returned  to 
firing  on  the  Erie,  where  in  1869  he  was  advanced 
to  engineer.  After  running  freight  for  a  number  of 
years  he  was  transferred  to  a  switch  engine  in  the 
Hornellsville  yards,  wdiere  he  has  run  for  the  past  sev- 
en years.  Mr.  Gates  was  married  in  1871  to  Miss 
Amelia  Smith,  daughter  of  Johti  Smith  of  Dunkirk. 
He  owns  a  nice  home  at  52  Pine  street,  is  known  as  a 
capable  engineer,  and  enjoys  the  highest  respect  of  his 
fellow  workmen  and  acquaintances  generally. 


WILLIAAI  C.  GEMMER, 
Huntington.   Indiana. 

William  C,  Gemmer  was  born  in  Huntington,  Jan- 
uary 28,  1862.  Flis  father  is  Joseph  Gemmer,  a  promi- 
nent furniture  dealer  and  undertaker  of  the  city.  The 
young  man  attended  school  until  he  was  13  years  of 
age,  when  he  went  to  work  in  a  stave  factory,  where 
for  four  years  he  ran  a  planer  and  head  jointer.  In 
1880  he  received  an  opportunity  to  learn  the  baker's 
trade:  he  mastered  the  business  and  worked  at  it  for 
five  years.  In  1885  he  began  his  railroad  career  as 
assistant  to  the  night  engine  dispatcher  under  Master 
Mechanic  Hill.  After  one  year  of  service  in  this  posi- 
tion he  was  promoted  to  fireman.  He  fired  but  four 
years  when  his  superior  ability  and  steadfast  purpose 
won  h.im  promotion  to  engineer.  Since  1890  he  has 
been  running  freight  between  Chicago  and  Gallon,  and 
his  work  demonstrates  that  he  is  one  of  the  best  freight 


AMERICAN-    LOCOMOTIVE    ENGINEERS. 


283 


RICHARD    GOBLE. 


CHARLES    W,    GINNAVAN. 


2S4 


ERIE    RAILWAY    EDITION. 


engineers  in  tlie  Erie  service,  having  frequently  dis- 
played good  judgment  and  great  bravery  at  critical 
moments.  He  is  popular  both  with  his  employers  and 
his  brother  engineers.  On  December  28,  1889.  he  was 
married  to  Miss  Minnie  Kase,  daughter  of  John  Kase, 
a  carpenter  of  Huntington.  Mrs.  Gemmer  died  in 
July.  1898,  after  eight  weeks  of  severe  illness  from 
spinal  meningitis.  Mr.  Gemmer  is  a  member  of  B.  of 
L.  E.,  No.  166,  of  Huntington,  and  is  one  of  Hunting- 
ton's most  estimable  citizens,  making  friends  of  all 
whom  he  meets. 


AUGUST  GERHART, 


Gallon,   Ohio. 


August  Gerhart  was  born  in  Fairview,  Erie  County. 
Pennsylvania,  October  14.  i860.  His  father  is  August 
Gerhart,  Sr.,  an  employe  of  the  Erie  at  Gallon.  At 
the  age  of  15  he  left  school  and  for  a  while  worked  in 
a  bakery  at  Gallon.  In  June,  1880,  he  went  to  work 
as  a  section  hand  on  the  New  York,  Pennsylvania  & 
Ohio  at  Gallon  and  remained  one  year.  In  1881  he 
secured  a  position  as  brakeman  and  in  1882  went  to 
work  in  the  shops  of  the  old  "Bee  Line,"  where  he 
remained  until  1884,  when  he  returned  to  the  N.  Y., 
P.  &  O.  as  an  employe  in  the  shops.  In  1886  he  se- 
cured a  position  as  fireman  for  the  same  company  and 
worked  in  that  capacity  until  September,  1891,  when  he 
was  promoted  to  night  engine  dispatcher.  In  January, 
1893,  he  was  promoted  to  engineer,  and  made  his  first 
trip  to  Kent  on  engine  126  with  through  freight.  He 
continued  as  engineer  till  the  spring  of  1894,  when  he 
was  returned  to  firing,  owing  to  lack  of  business.  In 
August,  1894,  he  was  re-promoted  and  ran  until  the 
summer  of  i8g6,  when  he  was  again  set  back  on  ac- 
count of  slack  business,  and  owing  to  sickness  con- 
tracted in  September,  1897,  he  has  not  run  since.  In 
April,  1898,  he  was  promoted  to  engine  dispatcher, 
which  position  he  continues  to  fill  to  the  satisfaction 
of  his  superiors.  On  September  10,  1888,  he  was  in  a 
serious  accident  at  Rittman,  Ohio.  He  was  firing  local 
freight  on  engine  124,  which  ran  into  the  fourth  sec- 
tion of  train  No.  5.  As  a  result  of  his  injuries  he  was 
laid  up  for  eleven  months.  He  was  married  in  Sep- 
tember, 1891,  to  Miss  Cora  Helfrich,  daughter  of  J.  P. 
Helfrich,  who  was  an  engineer  on  the  Erie.  They 
have  two  children;  Cleora  M.,  aged  6  years,  is  attend- 
ing school,  and  Cora  M.,  the  baby,  is  4  years  of  age. 
Mr.  Gerhart  owns  fine  property  at  311  First  avenue, 
and  is  a  highly  respected  and  influential  resident  of 
Gallon.  He  is  a  member  of  Division  No.  16,  B.  of  L. 
E.;  was  Master  of  B.  of  L.  F.,  Lodge  107,  for  ten  years, 
and  is  now  President  of  the  Board  of  Education  of 
Gallon. 


CHARLES  GARLACH, 

Cleveland,  Ohio. 

The  eventful  career  of  Charles  Garlach  began  in 
Youngstown,  Ohio,  September  23,  1854,  where  he  at- 
tended school  until  he  was  12  years  of  age.  At  that 
time  his  father,  Joseph  Garlach,  was  taken  ill  and 
Charles  was  forced  to  give  up  school  and  go  to  work 
to  help  support  the  family.  He  learned  the  stone- 
cutter's trade  and  worked  at  it  for  two  years  and  a 
half,  and  in  the  winter  pumped  water  in  the  Jacobs 
coal  mine.  Becoming  dissatisfied,  he  left  and  went  to 
work  for  \V.  Thorne  as  a  farm  hand,  but  after  a  year 
he  secured  a  position  as  boss  pumper  in  the  Reno  Coal 
Mines.  He  remained  there  a  year  and  was  then  given 
charge  of  the  steam  pump,  and  after  six  months  was 
advanced  to  stationary  engineer.  This  position  he 
held  for  five  years,  when  the  mine  giving  out  he 
was  forced  to  secure  another  position.  For  three 
years  he  worked  for  William  Todd  of  Youngstown, 
taking  care  of  his  fine  trotters  and  carriage  horses.  In 
October,  1878,  he  was  ofTered  a  position  as  fireman 
on  the  Atlantic  &  Great  Western,  and  accepted  the 
same  at  once.  Then  followed  a  successful  career  of 
seven  years  on  freight  and  two  years  on  passenger, 
being  promoted  to  engineer  in  June,  1887.  For  the 
first  two  years  he  ran  a  switch  engine  in  the  yards  at 
Youngstown,  and  then  was  transferred  to  the  Cleveland 
yard  freight  service,  at  which  he  worked  until  Jan- 
uary. 1893,  when  he  was  again  given  a  yard  engine, 
since  which  time  he  has  been  in  continuous  service  in 
the  Cleveland  yards.  While  switching  at  the  ore 
docks  west  of  Literary  street,  in  Cleveland.  Mr.  Gar- 
lach had  a  small  wreck,  caused  by  running  into  some 
cars  that  were  standing  on  the  main  track  near  the 
tunnel.  The  front  end  of  his  engine  was  damaged 
slightly,  but  no  cars  smashed  up,  and  fortunately  no 
one  was  injured.  Shortly  after  he  was  promoted. 
December  23,  1887,  Mr.  Garlach  had  a  very  narrow 
escape  in  the  Youngstown  yards.  He  pulled  up  on 
the  main  track  to  take  water,  and  while  the  fireman 
was  filling  the  tank  Mr.  Garlach  crawled  under  the 
engine  to  fix  the  eccentric.  He  had  just  come  out 
from  under  the  engine  when  a  train  that  was  switch- 
ing threw  twelve  cars  down  the  main  track,  and  bump- 
ing into  Mr.  Garlach's  engine,  drove  it  about  forty  car 
lengths.  January  10.  1893,  while  taking  light  engine 
No.  29  from  Cleveland  to  Youngstown  he  struck  "rear 
end  of  train  No.  94  at  the  short  curve  at  Mantua.  The 
caboose  was  jacked  up  and  set  on  fire,  burning  it 
completely,  while  the  engine  was  slightly  damaged. 
Notwithstanding  Mr.  Garlach's  wrecks,  he  has  never 
hurt  a  man  since  he  began  his  career  on  the  engine, 
and  as  the  reader  can  see,  he  was  not  responsible  for 
any  of  his  accidents.     He  is  one  of  the  best  freight  men 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


2S5 


JACOB   GAISER. 


EMERSON  F.  GKSA.MAN. 


286 


ERIE    RAILWAY    EDITION, 


on  the  division,  and  lias  tho  respect  of  both  his  su- 
periors and  fellow  workmen.  April  22.  1880,  he  was 
united  in  marriage  to  Miss  Mary  Fox.  of  Sharon, 
Pennsylvania,  and  five  sons  were  born  to  them.  Wil- 
liam, aged  18:  Edward,  17;  Frank,  14;  Fred,  12,  and 
Clarence.  10.  William  enlisted  in  Company  I,  7th 
Cavalry,  Ohio  Volunteers,  at  the  outbreak  of  the  Span- 
ish war,  and  served  with  credit  in  the  Cuban  cam- 
paign, being  still  in  the  active  service  of  his  country, 
Mrs,  Garlach  died  January  10,  1890.  and  on  May  26. 
1891.  Mr,  Garlach  was  married  to  Miss  Mary  Kramer, 
of  Ottsville,  Ohio,  They  have  one  son,  Carl  C,  aged 
3  years,  and  reside  in  Mr.  Garlach's  pleasant  home  at 
68  Sanford  street,  Mr.  Garlach  has  never  been  sick 
since  he  has  been  in  the  employ  of  the  Erie,  and  the 
only  times  he  has  laid  ofif  was  when  necessity  com- 
pelled. He  has  always  been  a  most  faithful  employe, 
and  whenever  called,  no  matter  what  the  weather 
might  be,  he  has  always  responded  willingly,  Jilr.  Gar- 
lach is  a  member  of  Devereaux  Lodge.  No.  167,  B.  of 
L.  E,,  and  is  a  respected  citizen  of  Cleveland. 


JOSEPH   GERLACH, 

Youngstown.  Ohio. 

The  subject  of  this  sketch.  Joseph  Gerlach.  was  born 
in  Youngstown.  Ohio,  on  June  3,  1862.  Leaving 
school  at  the  age  of  14.  he  went  to  work  in  a  rolling 
mill  at  Youngstown,  where  he  served  for  a  year  and 
a  half,  leaving  to  accept  a  position  in  the  Nut  Works 
at  that  place,  remaining  there  six  years.  On  Septem- 
ber 14,  1883,  he  secured  a  place  as  fireman  on  the  Erie, 
and  after  running  on  freight  three  years  and  a  half  and 
on  passenger  eighteen  months,  he  was  promoted  to 
engineer,  this  occurring  in  September,  1888,  since 
which  time  he  has  run  in  the  freight  service.  Mr. 
Gerlach  was  married  on  January  7.  1895,  to  Miss  Mary 
C.  McKee,  of  Newcastle.  Pennsylvania,  and  they  have 
one  son.  Mr.  Gerlach  is  considered  one  of  the  Erie's 
best  and  most  reliable  engineers;  he  is  a  member  of 
Friendship  Lodge,  No.  329.  B.  of  L.  E..  and  owns 
some  finely  improved  property  in  Y'oungstown.  • 


EMERSON   F,  GESAMAN, 
Huntington.   Indiana. 

Emerson  F.  Gesaman  was  born  in  Starke  County, 
near  the  city  of  Massillon,  Ohio,  on  April  i.  i860.  His 
father  was  John  H.  Gesaman.  a  farmer  of  Starke  Coun- 
ty. When  but  one  year  of  age  his  parents  moved  to 
Huntington   Ctnnity.    Indiana,   purchasing  a   farm   two 


miles  south  of  Huntington,  where  his  father  still  re- 
sides. Mr.  Gesaman  acquired  a  fine  common  school 
education,  having  been  a  student  until  he  was  20  years 
of  age.  After  leaving  school  he  began  life  as  a  farmer 
and  for  the  next  five  years  worked  in  that  capacity. 
In  18S5  he  abandoned  farming  and  traveled  the  ne.xt 
two  years,  the  greater  part  of  this  time  being  spent 
in  San  Francisco  and  Los  Angeles,  California.  On 
March  3.  1887,  he  was  married  to  Nora  B,  Fulton  of 
Huntington  County,  daughter  of  William  Fulton,  a 
pioneer  farmer  of  Indiana.  They  have  one  child.  How- 
ard Franklin,  born  June  12.  1889.  who  is  attending 
school  and  who  is  one  of  the  brightest  scholars  in  his 
class.  In  1890  Mr,  Gesaman  secured  a  position  as 
fireman  on  the  Chicago  &  Atlantic,  under  Master  Me- 
chanic Laws,  He  fired  freight  for  eight  years  and 
established  a  fine  record,  which  in  December.  1898.  won 
him  promotion  to  engineer.  Since  that  time  he  has 
been  m  the  freight  service  between  Chicago  and 
Galion  and  has  many  times  demonstrated  his  ability 
and  thorough  capability  for  the  responsible  position 
he  holds.  Mr.  Gesaman  is  a  member  of  William  Hugo 
Lodge  No.  166.  B.  of  L.  F..  and  Lafountaine  Lodge 
No.  42.  I.  O.  O.  F.,  of  Huntington.  He  enjoys  the 
confidence  and  esteem  of  a  large  circle  of  friends  and  is 
a  valuable  citizen  of  Huntington. 


H.  D.  GILKEY, 

Huntington.    Indiana. 

H,  D,  Gilkey  was  born  in  Alamo,  Montgomery 
County,  Indiana,  in  July  of  1866,  being  the  son  of 
Joseph  A.  Gilkey.  a  prominent  farmer  and  school 
teacher  of  Montgomery  County.  Mr.  Gilkey  secured 
an  excellent  education,  having  attended  school  until 
lie  was  20  years  of  age.  After  leaving  school  he  worked 
in  machine  shops  at  Goshen  and  Logansport,  Indiana. 
In  January,  1891,  he  secured  a  place  as  fireman  on  the 
Erie,  and  for  the  ensuing  eight  years  worked  in  that 
capacity,  establishing  a  good  record.  He  is  one  of  the 
Erie's  youngest  engineers,  having  passed  a  fine  exam- 
ination and  received  his  promotion  in  January,  1899. 
Since  that  time  he  has  been  running  extra  on  freight, 
and  gives  promise  of  being  one  of  the  Erie's  most 
capable  and  efficient  men.  He  was  married  June  7. 
1893.  to  Miss  Minnie  Webster,  daughter  of  George 
Webster,  of  Vernon.  Illinois.  Mr.  Gilkey  is  a  mem- 
ber of  B.  of  L.  F,.  Division  166.  and  K.  of  P..  No.  93, 
of  Huntington.  ^Ir.  and  Mrs.  Gilkey  are  esteeined 
highly  by  their  large  circle  oi  acquaintances  and  Mr. 
Gilkey  is  regarded  as  a  young  man  who  will  make  his 
mark  in  this  world. 


AMERICAN    LOC()M<)TI\"I'     EXGINEERS. 


287 


LEMUEL  GOODE. 


JOEL   F.    GOULD. 


ERIE    RAIEWAY    EDITION. 


CHARLES  W.  GINNAVAN, 

Susquehanna,    Pennsylvania. 

Charles  W.  Ginnavan,  son  of  Patrick  Ginuavan,  a 
horse  dealer  of  Baltimore,  Maryland,  was  born  near 
that  city  May  i,  1841.  He  left  school  at  the  age  of 
13  years  and  engaged  driving  a  team  for  the  city  while 
the  water  works  of  Baltimore  were  being  constructed. 
He  next  became  a  newsboy  on  the  Northern  Central 
Railroad,  running  between  Baltimore  and  Harrisburg. 
After  two  years  he  was  advanced  to  brakeman,  hold- 
ing this  position  for  six  months.  He  then  resigned 
to  accept  a  place  as  engine  wiper  on  the  Philadelphia, 
Wilmington  &  Baltimore,  but  remained  only  one 
month,  going  to  Susquehanna,  wdiere,  in  the  fall  of 
i860,  he  began  work  as  a  fireman  on  the  Erie.  On 
April  5,  1861,  he  enlisted  with  the  Port  Jervis  company 
under  Captain  Hold  in  what  was  known  as  the  New 
York  Volunteers,  Company  F,  They  were  assigned 
to  the  First  Regiment  of  Sickle's  brigade.  Hooker's 
division,  which  belonged  to  the  Third  Army  Corps  of 
the  Potomac.  Mr.  Ginnavan  was  in  the  battles  of 
Fredericksburg  and  the  Second  Battle  of  Bull  Run, 
and  was  right  on  the  spot  when  the  bridge  was  de- 
stroyed. D.  C.  McCullom,  who  was  the  Government's 
agent  in  charge  of  all  railroads,  detached  every  rail- 
road man,  and  in  this  way  Mr.  Ginnavan  was  detailed 
to  run  on  the  Orange  &  Alexander  Railroad  during 
the  term  of  his  enlistment.  In  1864,  on  being  mus- 
tered out,  he  returned  to  the  Erie  and  fired  for  two 
years.  He  then  took  charge  of  the  round  house  at 
Deposit  until  1870.  when  he  was  promoted  to  engi- 
neer. For  five  years  he  ran  on  the  Delaware  Division, 
and  ran  one  of  the  first  engines  on  the  Jefferson  Divi- 
sion while  constructing  the  southern  end  of  the  line. 
From  that  he  went  to  a  coal  run  on  the  Jefferson  Di- 
vision, and  then  to  a  pusher  in  the  Susquehanna  yards 
and  to  Gulf  Summit,  which  run  he  has  had  for  the 
past  twenty-four  years.  Mr.  Ginnavan  was  married 
June  15,  1862,  to  Miss  Elizabeth  Cullison,  daughter  of 
John  Cullison,  a  contractor  of  Baltimore.  She  died  in 
March.  1880.  Five  children  were  born  to  them,  three 
of  whom  survive.  They  are  Susie  J.,  aged  33.  mar- 
ried, and  living  in  Hornellsville;  Laura,  aged  32.  mar- 
ried, and  living  at  Scranton.  and  Minnie,  aged  28,  mar- 
ried, and  living  in  New  York  City.  Georgie  Anna 
died  at  the  age  of  32.  and  William  when  5  years  of  age. 
Mr.  Ginnavan  was  married  May  3,  1881,  to  Mrs.  Lottie 
Guile,  who  is  a  daughter  of  A.  B.  Hill,  bridge  foreman 
for  the  Erie  at  Narrowsburg,  Pennsylvania.  Mrs.  Gin- 
navan has  a  daughter  by  her  first  marriage,  Miss  Lou 
Guile,  who  is  a  graduate  of  the  Binghamton  Business 
College,  and  is  now  a  stenographer  in  New  York  City. 
Mr.  Ginnavan  is  a  prominent  member  of  Starrucca 
Lodge  No.  137,  B.  of  L.  E.,  and  has  held  a  subordinate 


office  in  the  lodge  for  the  past  four  terms.  He  is  a 
highly  respected  citizen  of  Susquehanna  and  with  his 
estimable  wife  enjoys  the  friendship  of  a  large  circle  of 
acquaintances. 


II.   P.   GLEASON, 

Hornellsville,   New  York. 

The  descendant  of  early  settlers  of  Allegheny  Coun- 
ty, New  York,  H.  P.  Gleason  was  born  in  the  town  of 
Belfast,  that  county,  on  January  29,  1858.  He  began 
railroading  in  1880  as  a  brakeman  on  the  old  Western 
Division  of  the  Erie,  going  to  the  Susquehanna  Di- 
vision in  1886.  A  year  afterward  he  was  transferred 
to  fireman  and  after  five  years  in  this  capacity  was 
promoted  to  engineer,  and  since  1891  has  been  run- 
ning extra.  He  is  affiliated  with  the  B.  of  L.  F.,  and 
on  September  28,  1892,  was  married  to  Miss  Mary  Mc- 
Guiness.  They  have  no  children  and  are  a  very  popu- 
lar couple  in  Hornellsville. 


RICHARD  GOBLE, 

Bergen,  New  Jersey. 

Richard  Goble  was  born  in  Sussex  County,  New 
Jersey,  in  August,  1854,  being  the  son  of  Malen  Goble, 
a  farmer  of  that  county.  The  young  man  did  not  take 
kindly  to  the  confinement  of  the  school-room,  but, 
being  desirous  of  an  education,  he  acquired  by  his  own 
effort  what  others  learned  at  the  "little  red  school 
house,"  and  started  life  with  a  determination  to  make 
his  own  way.  In  1867  he  began  braking  for  the  Morris 
&L  Essex  Railroad,  but  after  a  year  with  that  road  he 
left  for  the  west  and  entered  the  employ  of  the  Chi- 
cago &  Alton  as  a  fireman.  He  remained  but  one 
year,  going  then  to  the  Chicago  &  Northwestern, 
and  from  that  road  to  the  St.  Louis,  Iron  Mountain  & 
Southern.  While  in  the  employ  of  the  latter  company 
he  was  promoted  to  engineer,  and  for  three  years  ran 
between  Little  Rock  and  Poplar  Bluff.  Contracting 
a  spell  of  sickness  that  gave  indications  of  lasting  some 
time,  he  resigned  and  returned  to  the  eastern  states, 
where,  after  about  one  year,  he  became  better  and 
accepted  a  position  as  fireman  on  the  Erie.  As  soon  as 
an  opening  occurred  he  was  given  an  engine  in  the 
freight  service,  but  for  the  past  few  years  he  has  been 
running  a  switch  engine  in  the  Bergen  yards.  Mr. 
Goble  has  had  but  one  bad  accident;  that  occurred  in 
Ramsey  in  1892,  being  caused  by  the  breaking  of  a 
valve  yoke  on  the  engine.  He  is  regarded  as  a  com- 
petent engineer  and  is  well  liked  by  his  associates  and 
superiors.  Frank  A.  Goble,  a  son  by  his  first  inar- 
riage,  is  a  popular  conductor  on  the  Erie,  running  be- 


AMERICAN    LOCOMOTI\E    EXGIXEERS. 


289 


twcen  Honesdale  and  Port  Jervis.  In  November,  18S7, 
Mr.  Goble  was  married  to  Miss  Emelinc  Bowman, 
(laugliter  of  Halsey  Bowman,  a  shoemaker  of  Port 
Jervis,  New  York,  and  they  have  one  daughter.  Pearl, 
who  lends  bri.<Thtness  to  their  already  happy  liome  in 
Bergen. 


LEMUEL  GOODE, 

Jersey  City  Heights,  New  Jersey. 

Life  on  the  oeean  wave  has  a  fascination  that  charms 
many  a  man,  and  being  the  son  of  Thomas  Goode,  a 
sailor,  the  subject  of  this  sketch  very  naturally  took 
to  the  sailor's  life,  and  abandoned  it  only  after  set- 
tling in  the  United  States.  He  was  born  in  Glouces- 
tershire, England,  on  May  i,  1840,  and  attended  school 
until  he  was  13  years  of  age,  at  which  time  he  sailed 
on  an  Atlantic  vessel,  continuing  until  1857.  In  the 
fall  of  1857  he  was  wrecked  on  Point  Novas,  Cape  Bre- 
ton, Nova  Scotia,  while  bound  for  Quebec.  After 
being  rescued  lie  went  to  Halifax,  where  he  shijiped 
in  an  .American  vessel  for  Boston.  He  sailed  in 
American  boats  until  i860,  when  he  went  back  to  Eng- 
land and  sailed  there  as  captain  of  coasters  until  1868, 
when  he  returned  to  America  with  his  wife  and  three 
children.  He  made  two  voyages  to  the  West  Indies  as 
(luartermaster  on  the  steamship  Granada  of  the  Alex- 
andria line.  On  December  11,  1868,  he  made  a  radical 
change  in  his  life,  having  accepted  a  position  as  engine 
watchman  for  tlic  Erie;  and,  taking  a  fancy  to  rail- 
roading, he  applied  himself  to  his  work,  being  rewarded 
on  July  I,  1869,  by  advancement  to  the  position  of 
fireman.  He  ran  on  the  New  York  Division  for  the 
succeeding  seven  years,  receiving  his  promotion  to 
engineer  on  July  13,  1876.  After  a  few  years  of  road 
work  he  was  assigned  to  a  switch  engine  in  the  Bergen 
yards,  which  he  still  retains.  In  1862  Mr.  Goode  was 
united  in  marriage  to  Miss  Elizabeth  Long,  and  to 
them  five  children  were  born — Lemuel  George,  Sarah 
.Ann,  Henry  Charles,  Christian  Elizabeth  and  John 
Newton.  Mrs.  Goode  died  April  3,  1888,  and  on 
May  I,  1893,  Mr.  Goode  was  married  to  Miss  Eliza- 
beth Davis,  daughter  of  David  Davis,  a  shipbuilder  of 
Lydney.  Gloucestershire,  England.  They  have  one 
child.  David  Clyde,  and  reside  in  their  own  fine  resi- 
dence on  Garrison  avenue,  surrounded  by  an  admiring 
circle  of  friends  and  acquaintances.  Mr.  Goode  is  a 
member  of  Hudson  Lodge,  No.  135,  B.  of  L.  E.,  and 
Rising  Star  Lodge,  I.  O.  O.  P..  of  Jersey  City. 


ale,  who  for  years  has  been  engineer  in  the  employ  of 
the  Erie  and  also  resides  in  Newburgh.  Mr.  Goodale 
is  one  of  those  men  who  enjoy  the  advantage  of  a  good 
education,  having  been  a  diligent  student  at  the  Port 
Jervis  High  School,  from  which  he  graduated  with 
high  honors  in  1880.  After  leaving  school  he  was  a 
clerk  in  the  traction  store  at  Newburgh  for  several 
months,  going  out  as  a  fireman  on  the  Eric  in  Sep- 
tember of  1880.  For  the  next  ten  years  he  ran  on  the 
New  York  Division,  was  promoted  to  engineer  in 
September,  1887,  being  assigned  for  a  short  time  to 
the  freight  service  between  Port  Jervis  and  Jersey  City. 
Some  years  since  he  was  transferred  to  a  day  switch 
engine  in  the  Newburgh  yards,  and  is  serving  at  this 
post  of  duty  today.  On  December  20,  1883,  Mr.  Good- 
ale  was  united  in  marriage  to  Miss  Minnie  Brown, 
daughter  of  John  S.  Brown,  a  butcher  of  Newburgh, 
and  they  have  an  interesting  and  charming  family  of 
seven  children,  Hattie,  Lela,  Howard,  Tilly  and  Alice, 
all  attending  public  school,  and  Bert  and  Tracy,  aged  3 
and  I,  respectively,  are  M  home,  the  especial  care  and 
pride  of  their  doting  mother.  Mr.  Goodale  is  con- 
sidered one  of  the  Erie's  most  reliable  and  competent 
men,  and  with  his  family  enjoys  the  friendship  of  a 
large  circle  of  acquaintances  among  the  best  people 
of   Newlnirgh. 


JOHN   M.   GOODALE, 
Newbur.gh,  New  York. 
John    M.    Goodale    was   born    in    Port    Jervis,    New 
'S'nrk.  on  Mav  ^,  iSfii.  and  is  the  son  of  Howard  Good- 


JOEL  F.  GOULD. 
Carbondale,  Pennsylvania. 

In  1862  Joel  F.  Gould  enlisted  in  Captain  Jcihn  (jor- 
man's  company  of  the  109th  Regiment,  New  York  Vol- 
unteers, and  served  with  the  Ninth  Army  corps  and 
Army  of  the  Potomac,  under  General  Grant,  through 
the  entire  war.  He  was  fortunate  in  passing 
through  all  the  fierce  battles  without  a  scratch 
and  bears  no  ill  result  from  his  long  period 
of  arduous  service.  The  son  of  Warren  Gould, 
a  pioneer  farmer  of  Tioga,  New  York,  he  was 
born  in  Windom,  Pennsylvania,  September  3.  1842. 
His  early  education  was  received  in  New  York,  and  on 
leaving  school  he  worked  on  his  father's  farm  up  to 
the  time  he  enlisted  in  the  army.  After  being  mus- 
tered out  he  engaged  in  farming  until  1872,  when  he 
began  his  railroad  career  as  a  fireman  on  the  Erie. 
After  seven  years  of  steady  and  efficient  service  he 
was  promoted  to  engineer  in  February,  1879,  and  for 
two  years  ran  on  the  Honesdale  Branch,  being  then 
transferred  to  the  Jefferson  Division,  where  he  has  run 
ever  since.  On  September  3.  1867,  he  was  united  in 
marriage  to  Miss  Maria  Sisson,  daughter  of  E.  Sisson, 
of  Bradford.  On  February  26,  1881,  she  died  of  heart 
failure,  and  on  July  24.  1884.  Mr.  Gould  was  married 
to  Miss  Ellen  Flannigan.  daughter  of  J.inies  Flannigan, 


290 


ERIE    RAILWAY    EDITION. 


JOSEPH    B.    GRASS. 


JACOB   B.    GREEN. 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


291 


of  Lackawanna  County,  Pennsylvania.  Mr.  Gould  is 
a  member  of  Carbondale  G.  A.  R.  Post,  No.  167,  and 
B.  of  L.  E.  Division  468.  He  owns  fine  property  in 
Carbondale  and  is  a  valued  and  highly  respected  citi- 
zen, who  has  the  good  will  of  all  with  whom  he  comes 
in   contact. 


PHILIP  K.  GOULD. 

Horncllsville.  New   York. 

Born  in  South  Owcgo.  New  York,  on  March  14. 
1841.  Philip  K.  Gould  went  to  school  in  winter  and 
worked  in  the  summer  until  he  was  20  years  of  age. 
He  enlisted  in  the  service  during  the  late  rebellion  and 
for  three  years  was  in  the  commissary  department.  On 
returning  home  in  1865  he  worked  on  a  farm  for  two 
j'ears,  and  was  within  ten  rods  of  a  magazine  contain- 
ing a  large  amount  of  city  ordnance  which  blew  up  at 
City  Point.  During  the  winter  of  1867  and  1868  he 
worked  as  a  brakeman  on  the  Atlantic  &  Great  West- 
ern, running  out  of  Salamanca,  and  then  came  to 
Hornellsville  and  was  emploj'ed  as  a  brakeman  on 
the  Western  Division  for  two  years.  He  was  then 
transferred  to  the  Susquehanna  Division,  where  he 
began  to  fire  in  1871,  being  promoted  to  engineer  in 
1881,  and  is  now  pulling  No.  86,  the  fast  freight.  Mr. 
Gould  was  married  on  March  20,  1872,  to  Miss  Helen 
Edson,  of  Corning,  New  York,  and  has  been  a  mem- 
ber of  the  B.  of  L.  E.  since  August,  1887. 


ALLEN  C.  GRAHAM, 

(Deceased.) 

Gallon,    Ohio. 

The  death  of  Allen  C.  Graham  on  August  27,  1891, 
caused  widespread  regret.  Not  alone  in  the  bereaved 
home  was  sorrow  felt,  but  at  the  fireside  of  every  train- 
man on  the  division  words  of  deepest  sympathy  were 
spoken,  for  he  was  a  man  of  large  acquaintance,  a 
friend  of  all  whom  he  met,  and  an  engineer  of  ability 
and  trustworthiness.  Born  in  West  Virginia,  August 
2Q.  i86l,  he  attended  school  until  he  was  17,  and  soon 
afterward  began  his  railroad  career  as  a  brakeman  on 
the  "Bee  Line."  He  remained  in  the  employ  of  this 
company  two  years,  leaving  to  accept  a  position  as 
fireman  on  the  Erie  in  1883.  After  five  years  of  ef- 
ficient work  in  this  capacity  he  was  promoted  to  en- 
gineer in  the  fall  of  1888.  Three  years  later.  August 
27.  1891,  he  met  death  east  of  Mansfield,  his  engine 
blowing  up  at  Black  Forks,  killing  also  the  fireman. 
Joe  Murphy.  The  engine  was  No.  653  and  was  at- 
tached tn  a  freight  train,   two   cars  of  oil  which  were 


near  the  engine  also  blew  up,  and  the  result  was  that 
the  engine  was  completely  demolished  and  nearly  the 
entire  train  wrecked.  On  March  7,  1882,  he  married 
Miss  Katie  Sprow,  of  Richland  County,  Ohio,  who 
with  their  two  children  reside  in  their  pretty  and  pleas- 
ant residence  at  603  Main  street.  Bertha  M.,  the  elder 
of  the  children,  is  16,  and  Frank  A.  is  13.  Both  are 
attending  school  in  Gallon  and  are  bright,  promising 
children.  Mr.  Graham  was  a  member  of  B.  of  L.  E., 
Division  16.  and  Gallon  Lodge,  No.  414,  F.  &  A.  M. 
He  was  a  property  owner  and  a  valuable  citizen  whose 
loss  is  deeply  regretted. 


J.  H.  GRANGER, 

Hornellsville,   New  York. 

Besides  being  one  of  the  Erie's  competent  engi- 
neers, J.  H.  Granger  is  one  of  Hornellsville's  success- 
ful business  men.  He  was  born  in  Yates  County,  New 
York,  on  December  i,  1862,  and  began  his  railroad 
career  as  a  fireman  on  the  Susquehanna  Division  of  the 
Erie.  His  successful  career  as  a  fireman  was  ended 
in  February,  1890,  by  promotion  to  engineer,  since 
which  time  he  has  run  an  engine  in  the  freight  service. 
On  October  2,  1897,  he  embarked  in  the  grocery  busi- 
ness, and  the  firm  of  Sherwood  &  Granger  has  its  share 
of  the  city's  trade  in  that  line.  Mr.  Granger  was  mar- 
ried in  February,  1898,  to  Miss  Jessie  McKibbard,  and 
they  have  no  children.  Mr,  Granger  is  a  member  of 
Lodge  No.  47,  B.  of  L.  E.,  and  the  Masons  of  this 
place. 


JOSEPH  B.  GRASS, 

Huntington.    Indiana. 

From  engine  wiper  to  engineer  on  one  of  the  most 
important  trains  on  the  Erie  is  a  long  advance,  and 
the  successive  steps  between  the  two  positions  repre- 
sent many  years  of  patient,  efficient,  hard  work.  This 
is  the  record  that  encompasses  the  railroad  career  of 
Joseph  B.  Grass,  who  was  born  in  St.  Catharines,  Can- 
ada, July  23.  1844.  His  father  was  George  Grass,  a 
prominent  farmer  of  St.  Catharines,  and  after  the- 
young  man  liad  attended  school  until  he  was  14  years 
of  age,  he  went  to  work  upon  his  father's  farm,  where 
he  worked  several  years,  and  then  learned  the  cooper's 
trade.  Tiring  of  this  vocation  he  sought  employment 
on  tlie  Welland  Railway  of  Canada,  which  is  now  a 
branch  of  the  Grand  Trunk  Railroad.  He  was  em- 
ployed as  an  engine  wiper,  in  which  capacity  he  served 
for  six  months,  when  he  was  advanced  to  fireman. 
.\fter  working  eighteen  months  as  a  fireman  he  was 
promoted   to   engineer   in    1873,   and    on    his    first    run 


292 


ERIE    RAILWAY    EDITION. 


pulled  a  passenger  train.  He  remained  with  the  W'cl- 
land  Railway  nearly  nine  years,  resigning  in  iS8i  to 
accept  a  similar  position  on  the  Chicago  &  Atlantic, 
beginning  January  4,  1S82.  For  a  while  he  ran  an  en- 
gine for  the  construction  crew,  then  was  advanced  to 
freight,  and  finally  to  the  Wells-Fargo  Express,  run- 
ning between  Huntington,  Indiana,  and  Chicago,  which 
run  he  still  has.  Mr.  Grass  is  one  of  the  best  engi- 
neers in  the  Erie  service  and  he  stands  proportionately 
high  in  the  esteem  of  his  superiors,  and  as  the  oldest 
passenger  engineer  on  the  Chicago  Division,  com- 
mands the  respect  of  his  fellows.  He  was  married  in 
St.  Catharines,  Canada,  December  18,  1867,  to  j\Iiss 
Susannah  Colling,  daughter  of  John  Colling,  a  promi- 
nent farmer  and  school  teacher  of  Sussex  County,  Eng- 
land. They  have  a  grown  up  family  of  five  children 
whose  intelligence  and  standing  reflect  high  credit  upon 
the  parents.  George  A.,  aged  31.  is  a  fireman  on  the 
Erie;  William  J.,  aged  29,  works  in  the  air  brake  de- 
partinent  of  the  Erie  shops;  Frank  C,  aged  27,  is  a 
clerk  in  the  yardmaster's  office  at  Huntington;  Charles 
F.,  aged  22,  who  had  a  fine  record  as  a  machinist,  re- 
signed his  place  with  the  Erie  to  take  a  homestead 
claim  in  Dakota;  H.  Mable,  aged  21,  was  recently  mar- 
ried to  Carl  Parry,  chief  clerk  in  the  master  mechan- 
ic's office.  Mrs.  Grass  is  a  member  of  the  Ladies' 
Auxiliary  to  the  B.  of  L.  E.,  in  the  affairs  of  which 
she  takes  great  interest.  ]\Ir.  Grass  is  a  member  of 
B.  of  L.  E.,  Division  221,  owns  a  pleasant  home  resi- 
dence on  First  street,  and  is  an  influential  citizen  of 
Huntington. 


HARRY  GRAY, 
Huntington,    Indiana. 

The  birthplace  of  Harry  Gray  was  in  West  ^More- 
land  County,  Pennsylvania,  and  the  date  of  his  advent 
into  this  world  was  December  11,  1861.  His  father, 
William  F.  Gray,  was  a  grain  and  stock  dealer  in  West 
Moreland  County,  and  in  that  locality  the  young  man 
attended  school  until  he  was  16  years  of  age,  when  he 
secured  a  position  as  messenger  for  the  West  More- 
land  Coal  Company,  which  he  held  for  three  years,  re- 
signing to  accept  a  place  as  fireman  on  the  Pennsyl- 
vania Railroad.  He  ran  between  Pittsburg  and  Al- 
toona,  and  after  four  years  and  four  months  of  highly 
efficient  service  Was  promoted  to  engineer.  This  was 
in  October,  1885,  and  he  remained  in  the  employ  'of 
the  Pemisylvania  as  engineer  until  iSgo,  when  he  ac- 
cepted an  advantageous  ofifer  from  the  Erie  and  re- 
signed to  accept  the  same.  Since  he  entered  the  em- 
ploy of  the  Erie  he  has  been  in  the  freight  service 
between  Chicago  and  Gallon  and  has  many  times  dem- 
onstrated to  the  satisfaction  of  his  superior  that  he  is 


an  engineer  of  the  highest  class  of  efficiency.  On 
March  20,  1883,  Mr.  Gray  was  married  to  Miss  Sophia 
L.  Brown,  daughter  of  Henry  Brown,  of  Lorimer  Sta- 
tion, Pennsylvania.  They  have  one  child,  Harvey  B., 
a  bright  lad  of  13.  who  is  attending  Huntington  public 
school.  ;Mr.  Gray  is  a  member  of  B.  of  L.  E.,  Di- 
vision 221,  and  Amity  Lodge,  No.  483,  F.  &  A.  M., 
of  Huntington.  He  is  a  valued  citizen  of  Huntington 
and  is  highly  respected  by  his  fellow  engineers  and 
his  host  of  acquaintances  generally. 


FRANK    W.    GRAYLESS, 
Huntington,    Indiana. 

Frank  W.  Grayless  was  born  in  Areola',  Allen  Coun- 
ty, Indiana,  January  27,  i86r.  His  father  was  Charles 
W.  Grayless,  a  pioneer  farmer  of  Allen  County.  The 
young  man  attended  school  until  he  was  16  years  of 
age,  acquiring  a  good  common  school  education.  Up- 
on leaving  school  he  farmed  awhile  and  then  went  to 
work  for  the  Whitly  Company  Stave  Works  at  Churu- 
busco,  Indiana,  as  lumber  buyer.  In  1884  he  began 
firing  for  the  Wabash  Railroad,  running  between  Peru, 
Indiana,  and  Detroit.  After  five  months'  service  he 
resigned  to  accept  a  similar  position  with  the  New 
York,  Chicago  &  St.  Louis  Railroad,  and  for  a  year 
ran  between  Fort  Wayne  and  Chicago.  In  1886  he 
went  with  the  Pittsburg,  Fort  Wayne  &  Chicago,  where 
he  remained  two  years  and  a  half,  resigning  to  accept 
a  position  under  Master  Mechanic  Berry  on  the  Erie. 
In  i8gj  he  was  promoted  to  engineer,  since  which  time 
he  has  been  engaged  in  the  freight  service,  running 
between  Chicago  and  Gabon.  He  is  an  engineer  of 
high  class  and  has  demonstrated  his  ability  on  many 
occasions,  receiving  high  approval  from  the  officials. 
He  was  married  March  2r,  1S83.  to  Miss  Rozella  Sine, 
daughter  of  Jacob  Sine,  a  farmer  of  Whitcly  County, 
Indiana.  They  have  one  child,  William,  a  bright 
young  man  of  15,  who  is  now  attending  high  school. 
Mr.  Grayless  is  a  member  of  William  Hugo  Lodge, 
No.  166,  B.  of  L.  F.,  and  is  a  subordinate  officer  of  the 
same.  He  has  a  pleasant  home  at  74  Wilkerson  street, 
and  enjoys  the  respect  of  all  who  know  him. 


PROSPER  D.  GREEG, 


Gabon,    Ohio. 


Prosper  D.  Greeg  was  born  in  Kent,  Ohio,  Septem- 
ber 16,  1868.  His  father  is  Norman  W.  Greeg,  an  en- 
gineer on  the  Erie,  at  Gabon.  He  graduated  from 
high  school  when  he  was  16  years  of  age  to  enter  upon 
his   career   as   a   railroad    man.     His    first   service    was 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


293 


FKAXK   W.  GRAVI.KSS. 


JAMES  D.   GREEN. 


294 


ERIE    RAILWAY    EDITION. 


in  the  New  York.  Pennsylvania  &  Ohio  roundhonse  in 
Galion  in  1S85.  In  February.  1886,  he  was  promoted 
to  fireman,  and  after  firing  three  years  he  left  and  went 
to  Rome,  Georgia,  where  he  worked  a  while  as 
switchman  in  the  yards  of  the  East  Tennessee.  Vir- 
ginia &  Georgia.  He  returned  to  the  Erie  line  in  1890 
and  resumed  firing.  During  this  time  he  fired  a 
switch  engine  in  the  Galion  yards  for  two  and  a  half 
years  when  he  was  promoted  to  a  passenger  run.  Mr. 
Greeg  is  one  of  the  recently  promoted  engineers,  hav- 
ing received  his  advance  in  January.  1899.  He  has 
never  been  in  a  wreck  or  collision,  and  his  ability  and 
efficiency  are  destined  to  make  him  one  of  the  best 
runners  on  his  division.  His  first  run  after  his  pro- 
motion was  on  engine  784  to  Kent  and  return  on 
through  freight,  and  he  is  now  running  extra  in  the 
freight  service.  He  was  married  December  10,  i8go, 
to  Miss  Emma  INIorris,  daughter  of  Patrick  Morris,  an 
express  messenger  running  out  of  Pittsburg  on  the 
Pennsylvania  system.  They  have  one  child,  Doris  L., 
a  bright  little  girl  of  7.  who  is  attending  school.  Mr. 
Greeg  is  a  member  of  B.  of  L.  F.,  No.  107;  he  is  now 
Master  of  Galion  Lodge,  and  has  been  an  officer  for 
ten  years;  also  was  a  delegate  to  the  national  con- 
vention at  Cincinnati  in  1892;  he  belongs  to  Galion 
Lodge  No.  186,  K.  of  P.,  and  is  District  Deputy 
Grand  Chancellor  of  same.  Mr.  Greeg  owns  fine 
property  in  Galion  and  is  a  highly  respected  citizen 
of  that   citv. 


JACOB  B.  GREEN, 

Galion,    Ohio. 

John  B.  Green  was  one  of  the  best  engineers  of  his 
day  and  it  is  but  natural  that  his  son,  Jacob  B.  Green, 
should  be  one  of  the  best  engineers  in  the  Erie's 
freight  service  today.  Mr.  Green  was  born  in  Susque- 
hanna, Pennsylvania,  September  i,  1859,  and  at  the 
age  of  II  went  to  work  in  the  Erie  roundhouse  at 
Kent,  doing  odd  jobs  and  calling  the  engineers.  After 
a  year  and  a  half  the  sturdy  young  man  entered  the 
shop  as  an  apprentice  and  learned  the  brass  molder's 
trade.  This  avocation  not  agreeing  with  him,  he 
worked  on  a  farm  for  two  years  in  Portage  County, 
Ohio.  In  the  fall  of  1879  he  returned  to  the  employ- 
ment of  the  Erie  as  fireman  and  worked  under  M.  V. 
Green.  He  was  promoted  to  engineer  in  October, 
1883,  and  has  ever  since  been  in  the  freight  service, 
with  occasional  extra  passenger  duty.  Mr.  Green  is 
a  highly  competent  engineer  and  has  received  letters 
from  Superintendent  Allen  which  attest  his  careful- 
ness and  ability.  He  was  in  two  head-end  collisions, 
one  at  Polk  and  the  other  at  Pavonia.  but  saved  him- 
self from  injury  both  times  by  jumping;  both  wrecks 


were  double-headers  and  were  quite  serious.  In  Octo- 
Der,  1896,  he  stepped  from  his  engine  and  fell  into  the 
turn-table  pit,  injuring  his  hip  and  breaking  his 
arm.  Mr.  Green  was  married  October  22,  1885,  to 
Miss  Alice  M.  Leadenham,  daughter  of  George  Lead- 
enham  of  Galion.  They  have  a  family  of  three  promis- 
ing children:  Mary  Inez,  aged  12,  and  John  G..  aged 
10,  are  attending  school,  while  Arlene  L.,  a  bright 
5-year-old,  will  start  to  school  next  term.  Mr.  Green 
owns  fine  residence  property  in  Galion  and  is  a  valued 
citizen  of  that  city.  He  is  a  member  of  B.  of  L.  E., 
Division  16,  and  Fidelity  Lodge  No.  327,  F.  &  A.  M. 


MARTIN  V.  GREEN, 

Kent,  Ohio. 

The  subject  of  this  sketch  is  an  engineer  of  wide 
experience  and  a  man  of  great  popularity.  He  owes 
his  present  position  as  engine  dispatcher  to  the  excep- 
tional ability  that  he  has  shown  in  each  successive  step 
he  has  made  in  railroad  affairs.  His  father  was  Bar- 
ton Green,  a  native  of  New  York,  who  moved  to 
Medina  County,  Ohio,  where  he  followed  his  trade  of 
carpenter  and  builder.  In  June,  1840,  Mr.  Green  was 
born  in  Sharon,  Medina  County,  and  he  attended 
school  until  he  was  14  years  of  age,  acquiring  a  good 
common  school  education.  In  1854  his  father  moved 
to  Cleveland,  Ohio,  wdiere  he  received  an  appointment 
as  railway  mail  clerk  on  the  Cleveland  &  Toledo 
Railroad.  During  his  father's  illness  the  young  man 
worked  in  his  place  for  about  nine  months  and  became 
an  expert  in  handling  the  mail.  In  1857  he  commenced 
his  railroad  career  firing  for  his  brother  on  the  Wa- 
bash Railroad,  a  position  he  held  two  years,  when  he 
resigned  and  accepted  a  similar  position  with  the  Han- 
nibal &  St.  Joe  Railroad,  where,  in  September,  i860, 
he  was  promoted  to  engineer,  having  fired  for  three 
years.  He  remained  a  year  with  the  H.  &  St.  J.,  and 
then  resigned  to  accept  a  better  place  with  the  Chi- 
cago, Burlington  &  Quincy,  running  out  of  Aurora. 
After  a  year  with  the  "Q.,"  he  went  to  Springfield  and 
accepted  an  engine  on  the  Chicago  &  Great  Western 
Railroad.  He  remained  with  this  road  three  years, 
and  then  left  to  enter  the  service  of  the  Toledo. 
Peoria  &  Warsaw  Railroad,  where  he  remained  until 
the  fall  of  1865,  when  he  connected  himself  with  the 
Atlantic  &  Great  Western  at  Kent.  He  ran  on  the 
A.  &  G.  W.  until  1886,  W'hen  the  position  of  foreman 
of  the  Wisconsin  Central  roundhouse  at  Chicago  was 
offered  him.  He  accepted  it  and  for  the  next  three 
years  was  in  the  employ  of  that  company,  when,  in 
1889.  he  was  secured  by  the  New  York.  Pennsylvania 
&  Ohio  as  engine  dispatcher  at  Kent,  a  position  he 
still   holds   with   great   credit.     Mr.   Green  has  numer- 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


295 


SAMl'EL  S.   GHITMAN. 


MARTIN  V.  GREEN. 


296 


ERIE    RAILWAY    EDITION. 


ous  testimonials  from  the  many  roads  with  whieh  he 
has  been  connected,  and  it  is  useless  to  comment  ex- 
tensively on  his  ability,  as  his  important  position  with 
the  Erie  determines  his  standing  in  the  rank  of  en- 
gineers. He  is  a  member  of  B.  of  L.  E.,  Division  23. 
and  is  an  honorary  member  at  Gallon.  He  was  First 
Assistant  for  five  years.  He  also  belongs  to  Kent 
Lodge,  Knights  of  Honor,  and  a  member  of  Kent 
Board  of  Education  for  three  years.  He  has  a  wide 
acquaintance  in  the  city,  owns  considerable  property 
and  is  universally  respected.  In  June,  1863,  Mr.  Green 
was  married  to  Miss  Oretia  W.  Whitmore,  daughter  ol 
Joseph  W.  Whitmore,  a  jeweler  of  Medina,  Ohio. 
The}'  have  three  children,  of  whom  Frank  C.,  aged  32, 
was  educated  in  Gabon,  and  is  now  an  engineer  on 
the  Chicago,  Lake  Shore  &  Eastern  Railroad,  run- 
ning out  of  Joliet,  Illinois;  Forrest  B.,  aged  26.  edu- 
cated in  Gallon,  is  an  engineer  on  the  Erie,  and  lives 
at  Kent;  Charles  C,  aged  17,  is  now  attending  busi- 
ness college  at  Akron. 


JAMES  D.  GREEN, 

Gallon,  Ohio. 

Following  in  the  footsteps  of  his  father,  John  B. 
Green,  an  engineer  and  machinist,  James  D.  Green 
entered  upon  his  railroad  career  when  quite  young. 
He  was  born  in  Kent,  Ohio,  February  i,  1870.  and 
attended  the  public  schools  of  his  native  city  until  he 
was  13  years  of  age.  In  1884  he  was  employed  as  a 
bellringer  in  the  Kent  yards  of  the  New  York,  Penn- 
sj'lvania  &  Ohio,  and  after  a  year  at  this  he  was  a4- 
vanced  to  callboy,  which  position  he  held  six  months. 
He  then  went  into  the  blacksmith  shop  and  worked 
for  another  six  months.  On  September  22.  1887,  he 
was  advanced  to  fireman,  in  which  capacity  he  served 
efficiently  until  November,  1895,  when  he  was  pro- 
moted to  engineer,  and  on  his  first  trip  took  a  freight 
from  Kent  to  Creston  and  return  with  engine  657, 
since  which  time  he  has  been  in  the  freight  service. 
On  October  23,  1888,  he  was  in  a  tail-end  collision 
at  Ashland,  Ohio,  in  which  he  sustained  injuries  that 
laid  him  up  for  five  weeks.  Aside  from  this  he  has 
been  very  fortunate,  and  is  regarded  as  one  of  the  most 
popular  as  well  as  one  of  the  coming  engineers  of  the 
division.  Mr.  Green  was  married  April  29,  1899.  to 
Miss  Hattie  Hofifnian.  daughter  of  Wilson  Hofifman 
of  Gabon.  The  young  couple  are  highly  esteemed 
by  a  large  circle  of  friends,  who  bespeak  them  a  pros- 
perous and  happy  journey  through  life.  Mr.  Green  is 
a  member  of  Lodge  No.  107,  B.  of  L.  F.,  and  Galion 
Lodge  No.    186,   K.   of  P. 


JAMES  B.  GRIFFIN, 

Susquehanna,  Pennsylvania. 

James  B.  Griffin  was  born  in  Ireland  on  January  28. 
1843,  being  the  son  of  Lawrence  Griffin,  who  came 
to  America  in  1853  and  located  in  Susquehanna.  Mr. 
Griffin  left  school  at  the  age  of  15  years  and  immedi- 
ately began  his  railroad  career,  having  been  employed 
by  the  Erie  as  an  engine  wiper  and  caller.  In  i86r 
he  was  advanced  to  fireman,,  in  which  capacity  he 
served  four  years,  being  then  promoted  to  engineer, 
and  for  two  years  he  pulled  freight  on  the  Delaware 
Divisicm.  Owing  to  slack  business  Mr.  Griffin  went 
back  to  firing  regularly,  doing  extra  running  when 
called  on.  He  served  the  company  in  this  manner 
until  1868,  when  he  was  given  a  regular  run,  and  after 
a  short  time  he  was  assigned  a  switch  engine  in  the 
Susqu.^-hanna  yards,  which  he  has  had  for  the  past 
twenty-nine  years.  He  is  known  as  a  capable  en- 
gineer and  stands  well  in  the  esteem  of  his  superiors, 
and  is  well  thought  of  by  his  fellow  employes.  In 
1866  Ml.  Griffin  was  married  to  Miss  Anna  A.  Cooper, 
daughter  of  William  Cooper,  who  is  also  an  employe 
of  the  Erie  working  in  the  Susquehanna  shops.  They 
have  an  interesting  family  of  six  children,  of  whom 
Alary  is  the  eldest;  Joseph  is  a  machinist  in  the  em- 
ploy ol"  the  Erie;  Martin,  a  graduate  of  Laurel  Hill 
Academy,  is  living  at  home;  Francis  and  Esther  are 
attending  the  above  mentioned  school.  Mr.  Griffin 
owns  a  nice  cottage  residence  on  Broad  street  and  is 
regarded  as  one  of  Susquehanna's  most  estimable 
citizens.  He  is  a  member  of  Starrucca  Lodge  No.  137, 
B.  of  L.  E.,  having  held  a  subordinate  office  in  that 
order  for  one  term,  and  is  also  affiliated  with  the  C. 
M.  B.  A.  Mrs.  Griffin  belongs  to  the  Ladies'  Auxiliary 
to  the  B.  of  L.  E..  and  to  the  C.  W.  B.  A.  of  Sus- 
quehanna. 


SAMUEL  S.  GRITMAN, 
Carbondale,  Pennsylvania. 

Samuel  S.  Gritman,  who  for  the  past  nine  years  has 
run  an  engine  on  the  Jefferson  Division  of  the  Erie, 
is  a  man  who  is  versed  in  railroad  work  from  the  con- 
struction department  to  running  trains.  The  son 
of  John  M.  Gritman.  a  prominent  farmer  of  Lacka- 
wanna County,  Pennsylvania,  he  was  born  on  his 
father's  farm  January  31.  1850.  He  quit  school  at  the 
age  of  II  years  and  worked  on  the  farm  for  seven 
years,  beginning  his  railroad  career  as  a  brakeman  on 
the  Delaware,  Lackawanna  &  Western  Railroad, 
where  he  remained  two  vears.  going  from  tlure  to  the 


AMERICAN    LOCO^rOTR'E    ENGINEERS. 


297 


JOHN  F.    GROMMOLL. 


CHARLES   E.   GROTZ. 


298 


ERIE    RAILWAY    EDITION. 


Delaware  &  Hudson  Railroad,  where,  after  eighteen 
months  he  was  promoted  to  conductor.  He  ran  a 
train  on  this  road  for  over  five  years  and  then  resigned 
to  accept  a  position  as  fireman  for  the  same  company. 
After  tiring  for  two  years  he  left  and  accepted  a  posi- 
tion as  foreman  of  the  water  service  construction  at 
Eddy  Creek.  He  spent  six  years  there  and  then  re- 
signed to  accept  a  position  as  fireman  on  the  Erie. 
His  general  knowledge  of  railroading  and  natural 
ability  soon  won  him  promotion  and  in  September, 
1890,  he  was  given  an  engine  on  the  Jefferson  Division, 
where  he  has  been  running  since.  July  3.  1876,  he 
was  united  in  marriage  to  Miss  Mary  Brokenshire  of 
Linden.  Wisconsin,  and  four  children  have  been  born 
to  them:  Elizabeth,  the  eldest,  is  married;  Joseph  H., 
is  a  soldier  in  the  13th  Pennsylvania  Volunteers,  now 
at  McKenzie,  Georgia;  Florence,  aged  17,  lives  at 
home,  and  Elmer,  15,  is  a  grocery  clerk.  Mr.  Grit- 
man  is  a  member  of  B.  of  L.  E.,  Division  468,  and  a 
respected  citizen.  He  is  a  sportsman  of  some  note, 
and  each  year  enjoys  short  vacations  that  enable  him  to 
use  his  gun  on  the  game  that  abounds  in  the  mountains 
of  this  region,  and  the  trophies  he  brings  back  be- 
speak that  he  is  a  fine  marksman. 


Aleadville.  Mr.  Grommoll  is  a  member  of  Division 
43,  B.  of  L.  E.,  and  is  quite  a  favorite  among  his  fel- 
low workmen.  Mr.  and  Mrs.  Grommoll  are  popular 
in  Merdville  society  and  enjoy  the  friendship  of  a 
large  circle  of  admiring  friends. 


JOHN   F.   GROMMOLL, 

jNIeadville,   Pennsylvania. 

On  August  18,  1865,  John  F.  Grommoll  was  born 
in  Meadville,  in  which  city  he  received  his  early  edu- 
cation, attending  public  school  until  he  was  11  years 
of  age.  His  father.  Charles  Grommoll,  who  for 
twenty  years  was  a  blacksmith  in  the  Erie  shops  at 
Meadville,  resigned  his  place  and  purchased  a  farm 
near  the  city,  where  he  now  lives.  Mr.  Grommoll  as- 
sisted his  father  for  about  three  years  and  then  went 
to  Beaver  Center,  where  he  worked  on  a  hay  com- 
press until  he  was  17.  He  then  entered  the  employ 
of  the  Erie  at  Meadville,  serving  one  year  on  the  coal 
chutes  and  five  years  in  the  freight  house.  In  January, 
1890,  he  was  advanced  to  firing,  and  after  two  years 
he  was  deemed  competent  and  promoted  to  engineer, 
but  as  the  laws  of  Ohio  require  a  service  of  three  years 
on  an  engine  he  was  held  back  until  1893,  when  he 
made  his  first  trip  to  Kent,  Ohio,  on  engine  No.  652. 
Owing  to  lack  of  business  Mr.  Grommoll  has  been  set 
back  to  fireman  and  now  handles  the  shovel  on  trains 
5  and  12,  being  called  for  extra  runs.  He  has  never 
been  injured  to  any  serious  extent,  although  he  was 
in  a  head-end  collision  between  trains  second  81  and 
No.  24,  near  Steamburg,  New  York,  while  firing  on 
the  First  Division.  Mr.  Grommoll  was  married  Sep- 
tember I,  1886,  to  Miss  EInora  Whitehead,  daughter 
of    Daniel    Whitehead,    a    prominent    farmer    of     near 


WILLIAM  C.  GROTHENR.\TH, 

Cleveland,  Ohio. 

Born  in  Cleveland,  Ohio,  December  29,  1869.  Will- 
iam C.  Grothenrath  was  an  industrious  student  in  the 
excellent  public  schools  of  Cleveland  until  he  was 
18  years  of  age.  when,  having  acquired  a  first  class 
common  school  education,  he  left  school  life  for  the 
sterner  duties  that  befall  mankind.  His  first  employ- 
ment was  with  the  Export  Manufacturing  Company, 
with  whom  he  remained  but  a  short  time,  going  to 
the  Willoughby  INIilk  Company  at  Chariton.  He  left 
this  place  to  accept  work  with  the  Lamps  &  Sessions 
Nut  and  Bolt  Works,  where  he  stayed  until  October, 
1888,  when,  having  secured  a  position  as  fireman  on 
the  Erie,  he  began  his  railroad  career.  He  fired  for 
a  period  of  nine  years,  and  in  April  of  1897  was  pro- 
moted to  engineer;  but  six  months  later,  owing  to  a 
lull  in  business,  he  was  put  on  the  extra  list,  where  he 
now  is,  having  regular  work  as  hostler  at  the  Cleve- 
land roundhouse.  Although  a  young  man,  Mr.  Groth- 
enrath is  acknowledged  as  one  of  the  best  firemen  on 
the  Mahoning  Division,  and  he  gives  promise  of  de- 
veloping into  an  engineer  of  marked  ability  and  dis- 
cretion. Mr.  Grothenrath  is  a  single  man  and  resides 
with  his  mother  at  18  Carroll  street,  his  father  being 
dead.  He  is  a  member  of  Forest  City  Lodge  No.  10, 
B.  of  L.  F.,  and  is  well  thought  of  by  his  many  ac- 
quaintances. 


CHARLES  E.  GROTZ, 

Wadsworth,   Ohio. 

At  the  age  of  17  Charles  E.  Grotz  enlisted  in  Com- 
pany G,  2d  Ohio  Cavalry,  and  though  but  a  boy  wherj 
he  started  out  in  the  service  of  his  country  he  served 
from  1861  till  October,  1864,  when  he  was  mustered 
out  at  Columbus,  Ohio.  He  was  in  some  warm  en- 
counters under  General  Salomon  in  the  west,  and  un- 
der General  Sherman  participated  in  that  General's 
triumphs  in  Tennessee,  Georgia  and  .\labama.  He 
was  fortunate  enough  to  go  through  the  baptism  of 
shot  and  shell  without  a  wound,  and  returned  to  a 
civilian's  life  some  the  worse  from  exposure  and  hard- 
ships he  had  met  at  the  front,  where  his  life  was  in 
peril  most  all  the  time.  His  father  was  Abraham 
Grotz.  a  harness  maker  of  Wadsworth.  Ohio,  and  Mr. 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


299 


LYMAN   C,    GUEST. 


EBER  A.   GURLEY. 


300 


ERIE    RAILWAY    EDITION. 


Grotz  was  born  in  that  tuuu  on  September  i8,  1844. 
He  attended  school  until  the  breaking  out  of  the  war, 
when  he  enlisted.  After  returning  from  the  war  he 
remained  at  home  till  March,  1865,  when  he  began 
firing  on.  the  Atlantic  &  Great  Western.  He  fired 
three  years  on  freight  and  one  year  on  passenger,  re- 
ceiving his  promotion  to  engineer  in  the  fall  of  1869. 
For  thirteen  years  he  was  in  the  freight  service,  and 
then,  at  his  own  request,  he  was  given  the  switch  en- 
gine at  Wadsworth,  which  he  has  run  for  the  past 
seventeen  years.  During  his  early  days  as  an  engineer 
he  broke  through  a  bridge  near  Pavonia.  pulling  fifteen 
cars  into  the  river  after  him,  and  when  the  wrecking 
crew  came  they  found  the  engine  on  one  bank  and 
the  caboose  on  the  other,  with  the  train  in  the  river. 
Mr.  Grotz  is  a  highly  respected  citizen  and  property 
owner  of  Wadsworth.  having  the  extreme  esteem  and 
confidence  of  the  officials,  as  well  as  that  of  his  fellow 
citizens,  who  liave  elected  him  to  a  second  term  as 
Councilman  of  Wadsworth.  He  is  a  member  of  B. 
of  L.  E.,  Division  16:  Wadsworth  Lodge  No.  385.  F. 
&  A.  M.;  Eatoii  Post  No.  265.  G.  .A.  R..  and  Wads- 
worth Chapter  of  the  Eastern  Star.  January  30,  1869. 
he  was  married  to  Miss  Hattie  Anderson,  daughter  of 
William  Anderson,  a  pattern  maker  of  Mansfield, 
Ohio.  They  have  had  four  children:  William  L.,  who 
was  a  fireman  on  the  Eric,  died  at  the  age  of  17;  El- 
ton L.,  died  at  the  age  of  10:  Julia,  aged  24,  educated 
in  Wadsworth,  is  married  to  Albert  Overholt,  a  fire- 
man on  the  Erie  at  Gallon;  Bessie  J\I.,  aged  5,  is  a 
bright  little  girl  who  will  start  to  school  next  year. 


LYMAN   C.   GUEST, 

HuiUington,    Indiana. 

That  close  attention  to  business,  coupled  with 
ability  and  integrity,  will  be  rewarded,  is  no  better 
illustrated  than  in  the  history  of  Lyman  C.  Guest's 
life.  Mr.  Guest  was  born  in  Pbmfret,  Chautauqua 
County,  New  York,  and  attended  school  in  that  place 
until  he  was  14  years  of  age.  His  first  railroad  service 
was  with  the  Lake  Shore  &  Michigan  Southern  Rail- 
road in  the  capacity  of  brakeman,  a  position  he  held 
for  about  seven  months.  In  1868  he  took  charge  of  a 
construction  gang  on  the  Dunkirk,  Allegheny  Valley 
&  Pittsburg  Railroad,  and  in  1870,  after  the  road  was 
completed,  he  began  firing  in  the  employ  of  the  same 
company.  His  ability  soon  won  him  promotion,  and 
at  the  age  of  21  he  was  given  an  engine.  For  seven 
years  he  was  in  the  Titusville  yard  of  the  D.,  A.  \. 
&  P.,  when  he  resigned  and  entered  the  service  of  the 
Chicago  &  Atlantic.  During  the  eighteen  years  he 
has  been  with  this  line  his  ability  has  been  repeatedly 
acknowledged    by    promotions,    and    now    he    has    the 


fastest  run  between  Huntington  and  Marion.  The 
eight  years  he  has  pulled  the  "New  York  Flyer"  shows 
that  the  company  appreciates  his  services,  as  do  many 
telegrams  from  Superintendent  Morehead,  praising  his 
managemeht  of  that  train.  Mr.  Guest  was  married  in 
1877  to  Miss  Emma  Arquit  at  Stockton,  New  York. 
They  have  four  children,  one  daughter  and  three  sons: 
Miss  Lulu  Guest,  one  of  Huntington's  belles,  gradu- 
ated from  High  School  with  honors  two  years  ago; 
Stanton  A.,  the  oldest  son,  is  an  apprentice  in  the  ma- 
chinery department  of  the  Erie  shops  at  Huntington; 
George  Lyman  and  Freeman  Guest,  the  other  sons, 
are  attending  business  college.  Their  home  on  Front 
street  in  Huntington  is  one  of  the  finest  in  the  city,  and 
a  happier  home  circle  does  not  e.xist.  Mr.  Guest  is 
one  of  the  influential  citizens  of  Huntington  and  com- 
mands the  respect  of  all. 


EBER  A.   GURLEY, 

Marion.  Ohio. 

Eber  -A.  Gurley  is  the  oldest  employe  on  the  Third 
and  Fourth  Divisions  of  the  Erie,  and  is  third  in  rank 
on  the  engineer's  roster  of  service.  He  has  been  with 
the  Erie  for  thirty-seven  years,  and  is  now  running  a 
switch  engine  at  Marion.  His  father  was  James  O. 
Gurley,  station  agent  for  the  Cleveland  &  Pittsburg 
at  Rootstown,  Ohio,  at  which  place  Mr.  Gurley  was 
born  on  February  6,  1847.  He  attended  school  until 
he  was  14  years  of  age,  and  a  year  later  he  went  to 
work  on  the  Atlantic  &  Great  Western  at  Ravenna, 
Ohio,  as  a  brakeman.  He  broke  one  year,  and  during 
that  time  broke  on  the  first  train  of  box  cars  that 
went  into  Meadville,  Pennsylvania.  He  then  secured 
a  position  as  fireman  for  the  same  company,  and  fired 
a  year  and  a  half  on  freight  and  a  year  on  passenger, 
when  his  ability  was  rewarded  by  being  promoted  to 
engineer  in  the  fall  of  1866.  He  ran  on  freight  on  the 
Third  and  Fourth  Divisions  until  1884,  when  he  was 
assigned  to  switch  engine  at  Marion,  which  he  has 
run  for  the  past  fifteen  years.  Mr.  Gurley  pulled  the 
first  fast  freight  that  ever  ran  from  Gallon  to  Dayton 
on  the  Erie,  and  also  the  first  full  train  equipped  with 
air  brakes  from  Gallon  to  Dayton.  He  is  rated  as 
one  of  the  best  engineers  in  the  service  and  has  many 
testimonials  from  his  superiors.  He  was  married  June 
4.  1874,  to  Miss  Mary  Lannon.  daughter  of  Patrick 
Lannon.  an  officer  of  the  law  at  Marion.  They  have 
had  five  children:  James  O.,  the  first  child,  died  at 
the  age  of  19;  Blanche  E.,  aged  20,  was  educated  in 
Marion  Catholic  High  School  and  St.  Mary's  Acad- 
emy, Notre  Dame,  Indiana,  and  is  a  stenographer; 
Mary  M.,  aged  16;  Leona  E.,  aged  13,  and  Eber  G., 
aged  6,  are  attending  school.     Mr.  Gurley  is  a  member 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


:!0l 


EDWARD  A.  GUTHIKR. 


HENRY    S.    HALE, 


302 


ERIE    RAILWAY    EDITION. 


of  B.  of  L.  E.,  Division  No.  i6.  and  Knights  of  Mac- 
cabees, Model  Tent  No.  157.  He  lives  at  290  North 
Prospect  street,  and  the  family  is  one  of  the  most 
popular  in  that  section  of  the  city. 


EDWARD  A.  GUTHIER, 

Huntington,    Indiana. 

Edward  A.  Guthier  was  born  in  Huntington  County, 
Indiana,  December  28,  1866.  His  father  was  a  pioneer 
farmer  of  that  county  and  a  blacksmith  of  good  ability. 
The  young  man  attended  district  school  until  he  was 
16  years  of  age.  and  then  worked  on  his  father's  farm 
several  years.  In  1886  he  began  his  railroad  career 
as  assistant  to  hostler  in  the  roundhouse  at  Hunting- 
ton, and  a  year  later  Master  Mechanic  T.  A.  Laws  ad- 
vanced him  to  fireman.  He  fired  freight  three  years 
and  passenger  one  year,  establishing  a  fine  record  at 
his  work  in  that  capacity.  In  September,  1891,  he 
was  promoted  to  engineer  and  is  now  engaged  in  the 
freight  service  between  Gallon  and  Chicago.  He  is 
regarded  by  the  officials  as  a  careful  and  conservative 
engineer,  and  stands  high  in  their  esteem,  as  well 
as  in  the  friendship  of  his  fellow  employes.  Mr. 
Guthier  is  a  member  of  William  Hugo  Lodge  No.  166, 
B.  of  L.  F.,  and  is  a  citizen  of  worth  and  influence  in 
his  community.  September  10,  1885,  he  was  married 
to  Miss  Catherine  Kline,  daughter  of  Peter  Kline,  a 
'  prominent  farmer  of  Huntington  County.  They  have 
an  interesting  family  of  six  children,  five  of  whom  are 
boys.  Francis  Albert,  aged  13:  Henry  Sylvester,  aged 
11;  Clarence  Edward,  aged  9,  and  Carl  George,  aged 
7.  are  attending  St.  Peter  and  St.  Paul  school,  while 
Walter,  aged  5,  and  the  baby  and  only  daughter  are 
under  the  watchful  care  of  their  mother,  who  takes 
great  pride  in  her  children. 


HENRY  S.  HALE, 

Rochester,  New  York. 

Henry  S.  Hale  was  born  in  Londonderry,  Rocking- 
ham County,  New  Hampshire,  on  February  27,  1829. 
The  son  of  Noah  Hale,  a  farmer,  the  subject  of  this 
sketch  was  thrown  upon  his  own  resources  when  he 
was  but  10  years  of  age.  He  was,  however,  pos- 
sessed of  the  true  grit  that  enables  a  boy  to  overcome 
obstacles,  and  by  working  out  on  farms  in  the  sum- 
mer and  attending  school  a  few  months  in  the  winter, 
he  secured  a  good  common  school  education  by  the 
time  he  was  18  years  of  age.  He  then  farmed  for 
three  years,  beginning  his  railroad  career  in  December, 
1850,  laying  track  on  the  Delaware.  Lackawanna  & 
Western,  near  Scranton,  Pennsylvania.     Leaving  there. 


he  went  to  Erie,  Pennsylvania,  where  he  entered  the 
employ  of  Contractors  Cunningham  &  Wilson  and 
laid  track  at  Erie.  From  there  he  went  to  Attica,  New 
York,  and  was  engaged  in  laying  track  from  Attica  to 
Hornellsville.  He  then  went  to  Canada,  laying  track 
out  of  Toronto,  and  then  returned  to  the  United 
States,  and  in  1852  accepted  a  position  as  fireman  on 
the  Buffalo  &  New  York  City  Railroad,  now  the 
Buffalo  Branch  of  the  Erie.  After  firing  two  years  he 
was  promoted  to  engineer,  and  in  1855  resigned  to  ac- 
cept a  similar  position  on  the  Canandaigua  &  Elmira 
Railroad,  now  the  Northern  Central.  He  ran  a  pas- 
senger train  on  this  road  until  1859.  in  which  year  he 
resigned  and  returned  to  the  employ  of  the  B.  &  N. 
Y.  C.  Railroad.  For  a  while  he  ran  extra  freight,  then 
gravel  and  construction,  and  then  was  advanced  to  a 
passenger  run  between  Corning  and  Buffalo;  but  after 
a  year  he  gave  this  up  and  returned  to  running  freight. 
Shortly  afterward  another  passenger  run  was  offered 
him.  He  accepted  it  and  continued  running  passenger 
until  1888,  when  he  took  a  night  switch  engine  in  the 
Rochester  yards,  this  being  his  run  at  the  present 
time.  In  June,  1864,  Mr.  Hale  was  pulling  a  construc- 
tion train  with  engine  No.  25,  and  just  as  they  were 
leaving  Avon  the  engine  blew  up.  Nothing  was  left 
of  the  engine,  the  boiler  being  split  in  two  and  the 
flues  stood  on  end.  Engineer  Hale  and  Fireman  John 
Eggleston  were  both  on  the  engine  when  the  acci- 
dent occurred,  and  both  miraculously  escaped  injury, 
as  did  fifty  laborers  who  were  on  the  car  just  behind 
the  engine.  Parts  of  the  boiler  were  found  half  a  mile 
away  from  the  point  where  the  explosion  occurred. 
In  1872,  while  Mr.  Hale  was  running  No.  i,  the  day 
express,  with  engine  No.  124,  he  suffered  a  head-end 
collision  with  an  extra  freight  train,  engine  18,  En- 
gineer J.  Kenny,  near  Cohocton,  New  York.  For- 
tunately no  one  was  hurt.  In  all  his  long  career  Mr. 
Hale  has  never  been  blamed  for  any  of  his  accidents, 
and  his  capable  work  has  won  him  high  regard  with 
his  superiors  and  fellow  workmen.  On  March  23, 
1853,  he  was  married  to  Miss  Eunice  Fitch  of  Haber 
Creek,  Pennsylvania.  She  died  in  September,  1874, 
and  is  buried  in  Mount  Hope  Cemetery,  Rochester. 
On  June  i,  1876,  Mr.  Hale  was  united  in  marriage  to 
Miss  Anna  V.  Wren  of  Buffalo,  New  York.  He  has 
one  daughter,  Carrie  F..  who  is  married  to  Charles 
F.  Lawson,  an  engineer  on  the  Fitchburg  Railroad, 
running  passenger  train  out  of  Boston.  Massachusetts. 
Air.  Hale  and  his  wife  adopted  a  daughter  from  the 
orphan  asylum  and  raised  her.  Her  name  was  Grace 
M.  Fairfield,  and  she  is  now  married  to  H.  W.  Clark 
of  Rochester.  Mr.  Hale  owns  a  fine  two-story  resi- 
dence and  is  highly  regarded  by  his  many  acquaint- 
ances and  friends  made  since  he  chose  Rochester  as  his 
home. 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


303 


JOHX   HALEY. 


E.  B.  HAMILTON. 


304 


ERI 


RAILWAY    EDITION. 


JAMES  .M.  HALE, 
Huntington,   Indiana. 

James  M.  Hale,  son  of  Thomas  A.  Hale,  a  pioneer 
farmer  of  Wabash  County,  Indiana,  was  born  in  the 
town  of  La  Fountain,  that  state,  on  May  3,  1862. 
After  receiving  a  common  school  education  he  worked 
on  his  father's  farm  some  years,  beginning  his  rail- 
road career  in  the  fall  of  188,5  on  the  St.  Louis,  Iron 
Mountain  &  Southern  Railway  as  a  brakenian.  He 
remained  but  a  slujrt  time,  going  into  business  for 
himself  as  a  stock  shipper  and  horse  dealer.  In  the 
fall  of  1886  he  returned  to  railway  work,  securing  a 
position  as  fireman  on  the  Chicago  &  Atlantic,  and 
after  three  years  of  service  was  promoted  to  engineer. 
since  which  time  he  has  run  an  engine  in  the  freight 
service.  Mr.  Hale  was  married  on  December  14,  1897. 
to  Miss  Lizzie  L.  McFaren,  daughter  of  Lee  ^[cFaren. 
a  "prominent  lumber  dealer  of  Huntington  County. 
Indiana.  j\lr.  Hale  owns  some  fine  property  in  Hunt- 
ington and  is  one  of  the  city's  most  respected  citizc\is, 
being  a  member  of  Amity  Lodge  No.  483,  F.  &  A.  M. ; 
the  Chapter,  Council,  Commandery,  and  was  Senior 
Warden  one  term.  He  is  also  a  member  of  the  B. 
of  L.  F..  and  has  held  a  subordinate  olTice  for  two 
terms. 


ber  of  the  B.  of  L.  E.,  and  stood  high  in  the  esteem 
of  the  Erie's  oflicials,  while  every  railroad  man  on 
the  two  divisions  had  a  tender  regard  for  the  aged 
engineer,  who  was  one  of  the  best  in  his  day. 


BENJAMIN   ITAFNER, 

Port  Jervis,   New   York. 

(Deceased.) 

Benjamin  Hafner,  who  departed  this  life  in  the 
spring  of  1899,  was  at  that  time  the  oldest  engineer — 
in  point  of  service — in  the  United  States.  "Uncle 
Ben,"  as  he  was  affectionately  and  familiarly  known  on 
the  Erie,  was  born  in  Baden.  Germany,  on  March  24. 
1821,  and  came  to  the  United  States  with  his  parents 
in  1832.  His  father  was  Valentine  Hafner,  one  of  Na- 
poleon's soldiers,  serving  as  a  first  lieutenant,  and 
was  in  the  march  to  Moscow.  Mr.  Hafner  began  rail- 
roading as  a  fireman  in  1839,  and  in  1840  commenced 
running  as  engineer  on  the  old  slab-rail  road  between 
Baltimore  and  Cumberland,  Maryland.  He  came  to 
the  Erie  in  1848,  and  was  one  of  the  pioneer  engineers 
running  between  Piermont  and  Port  Jervis.  Later  he 
ran  on  the  Illinois  Central,  and  in  1857  made  a  busi- 
ness trip  to  Europe.  On  his  return  he  re-entered  the 
employ  of  the  Erie  and  continued  in  active  service  until 
March.,  1892,  when  he  (juit  running,  and  was  given  the 
position  of  depot  master  at  Port  Jervis,  in  which  ca- 
pacity he  acted  until  his  death.  He  was  married  Feb- 
ruary 14,  1858,  to  Miss  Mary  Catherine  Goetz  of  Bal- 
timore, and  eleven  children  were  born  to  them,  five  of 
whom  are  living.     Mr.   Hafner  was  an  honored  mem- 


EDWARD  S.   HARDING, 

Patersmi,    New   Jersey. 

On  Ma3'  31,  1853,  I^dward  S.  Harding  was  born  in 
Westboro,  Sullivan  County,  New  York,  and  is  the 
son  of  John  Harding,  a  miner,  who  still  resides  in 
that  place.  Mr.  Harding  attended  school  until  he 
was  15  years  of  age,  and,  having  secured  a  good  com- 
mon school  education,  he  devoted  his  energies  for  the 
next  n\e  ytars  to  farming  in  the  country  near  his 
birthplace.  On  July  I,  1870,  he  left  the  farm  to  accept 
a  p^-.'-iticn  as  brakenian  on  the  Erie,  and  for  the  suc- 
ceeding six  years  faithfullj'  performed  the  duties  of 
that  position,  running  on  the  New  York  Division.  In 
1876  he  was  advanced  to  fireman  and  for  the  next  ten 
years  fired  freight  between  Port  Jervis  and  Jersey 
City,  being  promoted  to  engineer  on  February  3,  1886. 
For  a  short  time  he  ran  freight  over  the  same  division, 
being  transferred  to  a  switch  engine  in  the  Paterson 
yards  some  3'ears  since,  at  which  place  he  still  re- 
mains. On  June  28,  1875.  Mr.  Harding  was  married 
to  Miss  Ellen  Dunn  of  Port  Jervis,  who  died  on  May 
15,  1896.  Two  children  were  born  to  them,  Isabella 
and  Lewis.  Lewis  belongs  to  Troop  F,  6th  U.  S. 
Cavalry,  having  been  in  the  service  one  year.  On  Feb- 
ruary 22,  1897,  Mr.  Harding  was  married  to  Miss  Maria 
Nixon,  at  Port  Jervis,  she  being  the  daughter  of 
Francis  Nixon,  an  Ehiglishman  who  was  farming  in 
Ireland,  and  wdio  returned  to  England  shortly  after 
her  birth.  Mr.  Harding  is  a  member  of  Port  Jervis 
Lodge  No.  328,  F.  &  .\.  M.,  and  Lodge  No.  3,  B.  of 
L.  F.,  of  Jersey  City.  He  was  a  charter  member  of 
Deer  Park  Lodge  No.  i,  B.  of  L.  F.,  and  was  Vice 
ilaster  of  this  lodge  for  five  years  prior  to  transferring 
his  membership  to  Lodge  No.  3.  He  is  a  highly  com- 
petent engineer,  and  enjoys  the  respect  of  a  wide  circle 
of  acoiiaintances. 


I 


JACOB  P.  HORRING, 

Jersey   City,   New  Jersey. 

Those  persons  that  think  that  railroad  life  tends  to 
draw  a  man  away  from  church  life  and  its  influences 
will  find  nothing  in  the  career  of  Jacob  P.  Horring  to 
substantiate  that  idea,  for  he  has  been  a  true  Christian 
all  his  life,  and  is  now  one  of  the  pillars  of  the  North 
Baptist  Church  of  Jersey  City.  Mr.  Horring  was 
born    in    New    York    City,    September   28,    1838,   and   is 


AMERICAN    LOCOMOTIN'E    ENGINEERS. 


305 


FRANK  T.    HAMri>TON. 


WILLIAM   J.    HANEY. 


306 


ERIE    RAILWAY    EDITION. 


the  son  of  Peter  Horring,  owner  of  a  sloop,  which  he 
sailed  for  a  number  of  years,  afterward  retiring  to  a 
farm  near  Bergen,  New  Jersey.  After  securing  his 
education  in  the  public  schools,  Mr.  Horring  began 
work  as  a  painter,  which  trade  he  followed  until  Feb- 
ruary, 1865,  when  he  commenced  work  on  the  old 
New  York  &  Erie  as  a  blacksmith  in  the  Jersey  City 
shops.  He  followed  this  but  four  months,  accepting 
an  opportunity  of  going  on  the  road  as  a  fireman.  He 
served  in  this  capacity  for  a  period  •  of  eleven  years, 
being  promoted  to  engineer  February  6,  1876.  For 
a  number  of  years  he  ran  on  the  road  in  the  freight 
service,  making  Piermont,  the  Long  Dock,  and  vari- 
ous other  terminals.  Some  years  since  he  was  given 
a  day  switch  engine  in  the  Jersey  City  yards,  which  he 
is  running  at  the  present  time.  He  is  one  of  those 
fortunate  men  who  soon  earns  and  ever  afterward 
holds  the  respect  of  those  with  whom  he  comes  in 
contact,  and  is  highly  regarded  by  the  officials  of  his 
division.  Mr.  Horring  made  a  fortunate  move  on 
June  29,  1865,  for  on  that  day  he  was  united  in  mar- 
riage to  Miss  Ellen  J.  Bell,  daughter  of  Aaron  G. 
Bell,  a  boss  stone  mason  of  Orangeburg,  New  York, 
and  for  the  past  twelve  years  a  watchman  on  the  Erie. 
Mrs.  Horring  is,  like  her  husband,  a  member  of  the 
North  Baptist  Church,  and  is  one  of  those  true  Chris- 
tian women  whose  religion  is  wider  than  the  creed  of 
any  church,  as  is  evidenced  by  her  great  interest  in 
the  affairs  of  the  Sisters  of  St.  Michael's  Hospital. 
She  contemplates  soon  joining  the  Daughters  of  Lib- 
erty, and  that  organization  will  be  better  for  having 
her  as  a  member.  They  have  two  children;  John,  a 
detective  in  Siegel  Cooper's  big  store  in  New  York 
City,  also  having  charge  of  the  supply  room;  William, 
who  is  married,  formerly  in  the  employ  of  the  Erie, 
but  now  a  driver  and  collector  for  the  J.  Kernani  Com- 
pany. Mr.  Horring  is  the  owner  of  some  nice  resi- 
dence property  in  Orangeburg,   New  York. 


ISAAC  L.  HASBROUCK, 

Westwood,  New  Jersey. 

Few  of  the  Erie's  engineers  wear  medals,  however 
much  they  may  deserve  them,  but  Isaac  L.  Has- 
brouck  is  the  possessor  of  a  gold  medal  presented 
him  in  recognition  of  his  services  in  preventing  a  seri- 
ous disaster  on  March  2r,  1881.  On  account  of  a  mis- 
placed switch  he  ran  onto  the  west-bound  track,  and 
with  a  train  bearing  down  upon  him  he  stuck  to  his 
post,  reversed  his  engine  and  carried  his  train  back 
out  of  danger.  Mr.  Hasbrouck  was  born  January  22, 
1850,  in  Ulster  County,  New  York,  and  is  the  son 
of  Joseph  C.  Hasbrouck,  a  miller,  who  is  still  work- 
ing at  his  trade  in  Westwood.     .A.fter  attending  school 


until  he  had  received  a  good  common  school  educa- 
tion, Mr.  Hasbrouck  commenced  to  learn  the  trade 
of  his  father,  but  after  a  couple  of  years  he  abandoned 
it  and  worked  as  a  wood  turner  for  three  years.  While 
thus  engaged  he  made  the  acquaintance  of  J.  S.  Drake, 
who  at  that  time  was  a  division  superintendent  of  the 
New  Jersey  &  New  York  Railroad.  Mr.  Drake  took  a 
great  interest  in  the  young  man  and  prevailed  upon 
him  to  give  up  wood  turning  and  try  railroading.  For 
a  short  time  he  was  engaged  as  an  engiiie  watchman, 
and  after  familiarizing  himself  with  the  working  of 
engines  he  was  advanced  to  fireman,  going  out  under 
C.  D.  Lockwood,  who  is  now  an  engineer  on  the 
Santa  Fe.  Under  the  watchful  eye  of  Superintendent 
Drake,  Mr.  Hasbrouck  became  one  of  the  road's  best 
fireman,  and  so  closely  did  he  follow  the  advice  of  his 
friend  that  in  1886  he  was  competent  to  take  charge  of 
■m  ei'gine.  After  several  trials  that  fully  justified  his 
advancement,  he  was  regularly  promoted  on  Septem- 
ber 17,  1886,  For  nine  months  he  ran  the  way  freight 
between  Jersey  City  and  Haverstraw,  and  then  he 
was  placed  in  charge  of  the  Hillsdale  local,  wliich 
he  ran  until  1883.  Then  for  three  years  he  pulled  a 
passenger  between  Jersey  City  and  Haverstraw,  going 
back  to  the  local  run  in  1896,  which  he  still  holds. 
Mr.  Hasbrouck  is  regarded  as  one  of  the  Erie's  best 
men,  and  has  never  had  to  "explain"  but  once,  and 
that  was  from  no  fault  of  his,  as  the  following  will 
attest;  New  signals  were  put  on,  but  they  were  not 
to  be  used  until  12  m.  of  a  certain  day.  Mr.  Has- 
brouck's  train  arrived  at  one  of  the  signal  points  some 
time  before  12,  and  following  instructions  he  paid  no 
attention  to  the  new  signal,  which  happened  to  be 
set  against  him.  Receiving  a  hand  signal  to  go  ahead, 
he  proceeded  and  went  ofT  the  rails.  He  was  promptly 
suspended  for  explanation,  but  that  was  forthcoming 
inmiediately  and  so  completely  exonerated  him  that 
he  v.'as  out  of  service  but  one  hour.  In  1885  Mr.  Has- 
brouck was  married  to  Miss  Letitia  Griffin,  daughter 
of  jchn  P.  Griffin,  a  letter  carrier  at  the  New  York 
City  postoflice  for  over  thirty  years.  They  have  no 
children  and  live  in  their  own  pretty  home  in  West- 
wood.  Mr.  Hasbrouck  belongs  to  Hudson  Lodge  No. 
J^^,  B.  of  L.  E.,  of  Jersey  City,  and  is  a  strong  sup- 
porter of  that  order. 


JOHN   HALEY, 
Gabon,   Ohio. 

When  a  youth  starts  in  the  railroad  business  at 
the  very  bottom  it  is  a  source  of  pleasure  to  him  in 
after  years  to  look  back  over  his  career  and  note  the 
advancement  he  has  made.  This  is  the  privilege  of 
John  Hak},.  than  whom  there  is  no  more  popular  ci 


AMERICAN    LOCOMOTn"E    ENGINEERS. 


307 


E.    S.    HARDING. 


CHARLES    L.    IIANNERS. 


SOS 


ERIE    RAILWAY    EDITION. 


gi'H'er  on  the  entire  Erie  system.  He  was  born  in 
Cleveland,  April  4,  1855,  and  is  the  son  of  John  Haley, 
an  Erie  employe,  who  moved  from  Cleveland  to 
Galion  in  1857.  The  young  man  received  his  educa- 
tion in  the  latter  town  and  at  the  age  of  14  left  school 
to  take  his  place  in  the  active  affairs  of  life.  He  se- 
cured a  pijsition  as  call  boy  at  Galion,  and  as  such 
wciked  until  June  30,  1873,  when  he  was  advanced  to 
fireman.  Then  followed  three  years'  service  on  freigl'^t 
and  throe  years  on  passenger,  being  rewarded  for 
efficient  service  by  promotion  to  engineer  July  25. 
1879.  For  the  past  twenty  years  he  has  run  an  engine 
in  the  freight  department  and  occasionally  has  filled 
vacancies  in  the  passenger  service.  For  some  time 
past  he  has  been  running  local  freight  between  Galion 
aiid  Dayton  and  his  popularity  extends  all  along  that 
division.  It  is  indeed  quite  an  honor  to  say  that  in 
his  twenty  years  on  the  footboard  he  has  never  been 
in  a  wreck,  snd  this  fact  alone  is  an  evidence  of  his 
ability  as  an  engineer.  Mr.  Haley  has  never  married, 
and  thu.=,  having  no  family  to  claim  his  attention,  is 
all  *he  more  wrapped  up  in  the  calling  he  has  chosen 
to  follow  through  life.  He  is  a  member  of  B.  of  L.  E.. 
Division  16,  and  owns  some  fine  property  in  Galion. 
where  he  is  counted  a  valuable  citizen,  enjoying  the 
respect  of  all  as  well  as  standing  high  in  the  confidence 
of  the  officials  of  the  Erie. 


JOHN  HAIRE, 

Hornellsville,   New  York. 

John  Haire,  one  of  Hornellsville's  pro'minent  busi- 
ness men  and  politicians,  is  also  one  of  the  Erie's  suc- 
cessful engineers.  Born  in  Wheatland,  Monroe 
County,  New  York,  on  May  30,  1849,  he  left  school  at 
the  age  of  14  and  worked  in  a  store  until  1864.  In 
that  year  he  began  to  fire  on  the  Susquehanna  Di- 
vision of  the  Erie,  being  promoted  to  engineer  in 
1877,  and  for  many  years  afterward  ran  an  engine  in 
the  freight  service,  having  recently  been  promoted  tJ 
the  passenger  department,  and  now  runs  trains  13 
and  14.  In  1882  Mr.  Haire  and  J.  B.  Kennedy  asso- 
ciated together  in  forming  the  firm  of  Haire  &  Ken- 
nedy, and  engaged  in  the  shoe  business  in  Hornelh- 
ville.  He  was  an  Alderman  for  two  terms,  during 
1892  and  1894,  and  takes  an  active  interest  in  Repub- 
lican politics  of  the  city.  Mr.  Haire  was  married  in 
1874  to  Miss  Bridget  O'Connor  of  Hornellsville,  and 
they  have  eight  children. 


of  that  place.  Mr.  Hall  attended  school  until  he  was 
14  years  of  age,  and  then  learned  telegraphy,  but  did 
not  follow  it.  In  1871  he  secured  a  situation  as  car 
recorder  in  the  yardmaster's  office  on  the  Lake  Shore 
&  Michigan  Southern  at  Elkhart,  Indiana,  which  he 
held  about  eighteen  months,  when  he  went  firing  on 
a  switch  engine  in  the  Elkhart  yards.  He  held  his 
position  about  three  years,  going  to  Galion  in  1876, 
where  he  secured  a  situation  as  brakeman  on  the  At- 
lantic &  Great  Western.  In  1879  he  was  promoted  to 
conductor,  but  did  ngt  take  his  train  out,  immediately 
accepting  a  position  as  fireman  for  E.  S.  Boalt,  who 
was  then  running  a  freight  on  the  Fourth  division. 
Alter  three  years'  service  he  was  promoted  to  a 
switch  engine,  in  December,  1882,  and  after  running 
one  month  went  as  hostler  until  August,  1883,  when 
he  was  promoted  to  road  service  as  engineer,  and  he 
has  during  the  past  sixteen  years,  at  different  times, 
handled  all  the  trains  running  on  this  division,  ex- 
hibiting great  ability  and  foresight.  He  has  never 
had  any  collisions  and  has  never  been  injured  at  any 
time.  He  enjoys  the  confidence  of  the  officials  and 
the  friendship  of  his  fellow  employes  and  acquaiiu- 
ances.  He  was  married  in  December,  1888,  to  iMiss 
Ada  M.  Upson,  daughter  of  James  Upson  of  Goshen, 
Indiana.  Mr.  Hall  is  a  member  of  B.  of  L.  E.,  Di- 
vision 16:  K.  of  P.,  Galion  Lodge  No.  186;  Tribe  of 
Ben  Hur,  Crawtord  Ccurt  No.  33.  He  was  a  member 
of  the  General  CoiTiiiiiUefc  of  Adjustment  of  the  0.  nf 
L.  F.  on  the  Erie  system. 


CHARLES  F.  HALL, 
Galion,   Ohio. 

Charles  F.  Hall  was  born  at  Constantine.  Michigan, 
March  18,  1856.     His  father  was  Samuel  Hall,  a  miller 


PATRICK  HALLORAN, 

Susquehanna,   Pennsylvania. 

Patrick  Halloran  is  a  native  of  the  Emerald  Isle, 
having  been  born  in  Ireland  on  Christmas  day,  1833. 
His  father  was  Patrick  Halloran,  Sr.,  a  farmer,  and 
after  the  young  man  had  finished  his  education  he  em- 
ployed his  time  in  assisting  his  father  on  the  farm. 
When  he  was  a  sturdy  youngster  of  17  he  became  dis- 
satisfied with  country  life,  and,  hearing  how  well 
others  of  his  acquaintance  were  faring  in  America,  he 
decided  to  cast  his  lot  in  the  new  world.  He  came  di- 
rect to  Susquehanna,  to  which  point  the  Erie  was  com- 
pleted at  that  time — 1850 — and  began  work  as  a  water 
boy  on  a  gravel  train.  He  was  thus  employed  for 
about  two  years,  taking  a  position  as  fireman  in  185.:. 
in  which  capacity  he  served  until  1856,  when  he  was 
advanced  to  engineer.  After  running  on  the  road  for 
one  year  he  was  assigned  to  a  pusher  at  Susquehanna, 
and  so  ccmtentcd  is  he  with  this  place  that  for  the 
past  forty-three  years  he  has  held  the  same  position 
and  now  ranks  among  the  oldest  engineers  of  the  road. 
In  December,  ;8;2,  he  was  married  to  Miss  Marg:'.ret 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


309 


!McGowan,  daughlcr  of  Daniel  ^IcGowan,  a  merchant 
tailor  of  Troy,  New  York,  and  to  them  four  children 
have  been  born:  Daniel,  aged  44;  John,  42;  Augus- 
titie,  .38,  anil  Mary  E.  ]\Irs.  Halloran  is  a  member  of 
the  AuxHiary  to  the  B.  of  L.  E.,  while  Mr.  Halloran 
belongs  to  Lodge  137,  B.  of  L.  E.,  and  owns  some 
nice  properly  in   Susquehanna. 


E.    B.   HAMILTON. 

East  Rutherford,  New  Jersey. 
E.  B.  Hamilton  was  born  in  Hamburg,  New  Jersey, 
on  November  5,  1854,  and  is  the  son  of  George  W. 
Hamilton,  a  farmer  of  that  place.  After  acquiring  a 
good  common  school  education,  Mr.  Hamilton  en- 
gaged in  farming  for  a  number  of  years,  but  in  the 
fall  of  1880  he  made  a  decided  change  in  his  avoca- 
tion, having  accepted  a  position  as  brakeman  on  the 
old  Eastern  Division  of  the  Erie.  He  efficiently  per- 
formed the  duties  of  his  situation  until  1885,  in  which 
yearjie  was  advanced  to  fireman.  After  a  year  in  the 
freight  service  he  was  advanced  to  a  run  on  passengers 
I  and  2.  which  he  fired  for  the  ensuing  twelve  years. 
On  April  I,  1898,  he  was  promoted  to  engineer  and  is 
now  running  extra  in  the  freight  service  on  the  New 
York  Division.  On  September  20,  1888,  Mr.  Hamil- 
ton was  united  in  marriage  to  Miss  Martha  Barrett, 
daughter  of  Eben  Barrett,  a  farmer  of  Middleton,  New 
York.  They  have  one  child.  Alice,  a  bright  little 
miss  of  10  years,  who  is  attending  public  school.  Mr. 
Hamilton  is  a  member  of  Division  543,  B.  of  L.  F., 
and  is  a  property  owner  of  East  Rutherford,  whore  he 
is  esteemed  highly  by  his  fellow  citizens. 


FRANK  T.  HAMILTON, 

Hornellsville,  New  York. 

Frank  T.  Hamilton  was  born  in  Ceres,  McKean 
County,  Pennsylvania,  on  March  4,  1858.  His  father 
was  Adolphine  Hamilton,  a  farmer,  and  after  the 
young  man  left  school  he  devoted  his  attention  for 
some  time  to  farm  work.  Not  being  entirely  satisfied 
with  it,  he  tried  the  carpenter's  trade  for  a  period  of 
ten  months,  beginning  his  railroad  career  on  Septem- 
ber I,  1886,  as  a  fireman  in  the  employ  of  the  Erie.  He 
ran  four  years  between  Hornellsville  and  Salamanca, 
being  promoted  to  engineer  in  the  fall  of  1890.  since 
which  time  he  has  run  in  the  freight  service  between 
the  same  points.  Mr.  Hamilton  was  married  in  June, 
1884,  to  Miss  Nannie  Ya.n  Orsdale,  daughter  of  Frank 
Van  Orsdale,  a  boot  and  shoe  dealer  of  Friendship, 
New  York.  They  have  one  child.  Nellie,  a  bright 
young  miss  of  8  years,  who  is  attending  public  school. 
Mr.  Hamilton  belongs  to  Division  No.  47,  B.  of  L.  E. ; 


Lodge  No.  44,  F.  &  A.  j\I.,  and  the  K.  O.  T  M.  of 
Hornellsville.  Mrs.  Hamilton  belongs  to  the  Ladies 
of  the  Maccabees  and  the  G.  I.  A.  of  the  B.  of  L.  E. 
Mr.  Hamilton  owns  a  very  pretty  home  at  28  Crosby 
street,  and  is  respected  as  one  of  Hornellsville's  best 
citizens  and  one  of  the  Erie's  most  reliable  engineers. 


CHARLES  W.   HAMMOND, 

Huntington,    Indiana. 

Charles  W.  Hammond's  father  is  a  carpenter  of 
Hornellsville,  New  York,  the  subject  of  this  sketch 
having  been  born  at  Dunkirk,  New  York,  October  9, 
i860.  He  attended  the  schools  of  that  place  and  by 
diligent  work  had  acquired  a  good  common  school 
education  by  the  time  he  was  15  years. of  age.  The 
next  two  years  of  his  life  were  spent  at  farming,  but 
that  sort  of  work  not  being  to  his  liking  he  sought 
and  secured  employment  on  the  Erie  Railroad  as 
brakeman,  and  for  two  years  ran  between  Buffalo  and 
Jamestown.  He  received  an  advance  to  fireman,  and 
the  ensuing  year  he  worked  in  that  capacity  between 
Hornellsville  and  Salamanca.  He  then  resigned  to 
accept  a  position  as  brakeman  on  the  Dunkirk,  Alle- 
gheny Valley  &  Pittsburg  Railroad,  running  between 
Dunkirk  and  Titusvillc.  A  year  later  he  accepted  a 
position  as  switchman  in  the  Lake  Shore  &  Michigan 
Southern  yards  at  Dunkirk.'  He  left  this  place  to  re- 
enter the  employ  of  the  Erie  as  a  brakeman.  Three 
months  later  Iilaster  Mechanic  Ackley  advanced  him 
to  fireman,  and  after  a  few  years  he  was  given  a 
merited  promotion  to  engineer.  Since  iSgo  he  has 
run  freight  between  Huntington  and  Chicago,  and  he 
is  fast  establishing  a  high  record  for  himself  as  an 
engineer.  He  was  married  November  22,  1888,  to 
Miss  Elizabeth  Niblock,  daughter  of  John  Niblock, 
proprietor  of  a  flax  mill  at  Huntington.  They  have 
one  child,  Wilber,  a  bright  lad  of  7  years,  who  is  at- 
tending St.  Mary's  school.  Mr.  Hammond  is  a  mem- 
ber of  the  B.  of  L.  E.,  Division  221,  and  is  held  in 
high  esteem  by  all  who  know  him,  besides  being  the 
recipient  of  many  complimentary  letters  from  his  su- 
periors. 


J.   A.   HA?\IMOND, 

Hornellsville,    New   York. 

J.  A.  Hammond's  father,  Alonzo  Hammond,  was  a 
great  wing  shot  in  his  day  and  a  hunter  of  such  re- 
nown that  sportsmen  came  from  New  York  City  to 
hunt  with  him  in  the  wilds  of  Allegheny  County.  The 
subject  of  this  sketch  was  born  in  Belmont,  Alle- 
gheny  County,    New   York,    on   January   4,    1875,   and 


310 


ERIE    RAILWAY    EDITION. 


began  his  railroad  career  in  1873,  as  a  brakeman  on 
the  Allegheny  Division.  He  remained  in  this  capacity 
but  a  short  time,  being  advanced  to  fireman,  and  in 
1882  was  made  an  emergency  engineer,  receiving  a 
regular  promotion  in  1886,  He  ran  on  dififerent  trains 
until  1893,  when  he  was  given  a  regular  run  on  83 
and  88,  which  is  his  duty  at  the  present  time.  Mr. 
Hammond  belongs  to  Lodge  331,  F.  &  A.  M.,  and  is 
married  to  Miss  Grace  Pease,  whose  family  were  old 
settlers  of  Tompkins  County,  New  York.  This  worthy 
couple  have  one  child.  Hazel,  and  enjoy  the  highest 
respect  of  their  many  friends  and  neighbors. 


WILLIAM  J.  HANEY, 

Mcadville,   Pennsylvania. 

William  J.  Haney  was  a  member  of  Company  K, 
85th  New  York  Volunteer  Infantry,  having  enlisted 
September  7,  1861,  and  served  until  June  21,  1865.  He 
was  under  Generals  Keyes,  Peck  and  Wessels  at  vari- 
ous periods,  and  took  part  in  some  of  the  hardest 
battles  of  the  war.  He  also  partook  of  the  hospitality 
(?)  of  the  Confederacy  for  nearly  a  year,  having  been 
made  a  prisoner  at  Plymouth,  North  Carolina,  in  April, 
1864,  and  kept  with  his  fellow  unfortunates  in  a  south- 
ern prison  until  March,  1865.  Mr.  Haney's  father  was 
Moses  Haney,  a  prominent  farmer  of  Leroy,  New 
York,  at  which  place  Mr.  Haney  was  born  Septem- 
ber 13,  1842.  He  attended  school  and  worked  on  the 
farm  up  to  tlic  tiiue  of  his  enlistment,  and  on  his  re- 
turn from  the  war  he  entered  the  employ  of  the  Erie 
as  a  switchman  in  the  winter  of  1866,  and  remained  at 
that  branch  of  the  service  until  the  spring  of  that 
year,  when  he  began  firing.  He  continued  firing  until 
1868,  when  he  went  to  Bloomington,  Illinois,  where 
he  was  given  a  place  as  engineer  on  the  Chicago,  Al- 
ton &  St.  Louis  Railroad.  He  ran  an  engine  on  this 
road  until  1871,  when  he  returned  to  Meadville,  ac- 
cepting a  position  as  fireman  on  the  Erie.  He  fired 
from  April,  1871,  to  September,  1871,  when  he  was 
given  a  freight  run  on  the  Meadville  Division,  east. 
With  distinguished  ability  he  held  this  run  for  twenty 
years,  being  advanced  to  passenger  in  i8gi.  For 
eight  years  he  ran  trains  No.  13  and  14,  the  Wells- 
Fargo  Express,  on  the  Meadville  Division,  east,  chang- 
ing to  Nos.  12  and  5  just  recently,  and  his  handling 
of  these  important  runs  show  him  to  be  one  of  the 
very  best  engfneers  in  the  Erie's  employ,  and  the  offi- 
cials do  right  to  consider  him  as  such.  He  has  never 
been  injured,  though  he  has  picked  himself  out  of  sev- 
eral bad  accidents.  On  March  31,  1897.  his  engine 
turned  over  at  Falkncr  Junction  by  reason  of  hitting 
a  "D"  rail,  and  he  landed  underneath  the  engine  and 
heap  of  wreckage.     He  was  also  in  a  head-end  collision 


at  Bear  Lake,  but  escaped  injury.  On  November  15, 
1866,  he  was  united  in  marriage  to  Miss  Barbara  Miller, 
daughter  of  Sebastian  Miller,  a  musician  of  Meadville. 
Mr.  Haney  is  a  member  of  Division  43,  B.  of  L.  E., 
and  Crawford  Lodge  No.  734,  I.  O.  O.  F.  He  owns 
some  fine  property  in  Meadville  and  is  widely  re- 
spected. 


CHARLES   L.   HANNERS, 

Matamoras,   Pennsylvania. 

On  September  14.  1866,  Charles  L.  Hanners  was 
born  in  Orange  County,  New  York,  being  the  son  of 
Charles  L.  Hanners,  Sr.,  a  prominent  farmer  of  that 
county,  who  now  resides  in  Port  Jervis.  On  leaving 
school  at  the  age  of  15  Mr.  Hanners  began  to  work  at 
the  hatter's  trade,  continuing  for  a  period  of  three 
years,  and  abandoning  it  in  1883  to  accept  a  position 
as  brakeman  on  the  Erie.  He  found  railroading  quite 
congenial  to  his  taste,  and  after  braking  three  years 
and  four  months  was  advanced  to  the  position  of  fire- 
man. He  ran  on  the  New  York  Division  from  the 
fall  of  1886  until  October,  1890,  when  he  was  promoted 
to  engineer.  Since  then  he  has  been  continuously  in 
the  freight  service  of  that  division,  and  has  on  many 
occasions  demonstrated  that  he  is  an  engineer  of 
rare  judgment  and  competency.  Mr.  Hanners  was 
united  in  marriage  May  30,  1888,  to  Miss  Jennie  Case, 
daughter  of  Alonzo  Case,  a  prominent  farmer  of 
Howells.  Orange  County,  New  York.  They  have 
three  children,  Jennie  and  Nellie  attending  school,  and 
George,  aged  four  months,  the  baby  and  pet  of  the 
family.  Mr.  Hanners  and  his  wife  are  an  estimable 
couple  and  enjoy  the  friendship  of  a  large  circle  o.^ 
acquaintances,  being  among  the  select  people  of 
Matamoras. 


H.    S.    HAYNES, 

Hornellsville,  New  York. 

On  June  27,  1861,  H.  S.  Haynes  was  born  in  Water- 
ford  County,  Maine.  After  securing  a  good  common 
school  education  he  cast  about  for  some  avocation 
suited  to  his  tastes,  and  in  August,  1883,  entered  the 
employ  of  the  Erie  as  a  fireman  on  the  Allegheny 
Division.  The  four  years  he  served  in  this  capacity 
marked  him  as  a  coming  engineer  of  the  highest  grade, 
and  in  July,  1887,  he  was  promoted  to  that  position. 
Since  then  he  has  run  regularly  in  the  freight  serv- 
ice, having  engine  1046,  and  his  efficient  work  has  won 
him  the  highest  approval  of  the  officers  of  that  divi- 
sion. Mr.  Haynes  w-as  married  in  January,  1887,  to- 
Miss  Addie  Wager  of  Hornellsville,  but  they  have  no 
children.  Mr.  Haynes  belongs  to  Lodge  No.  47,  B.  of 
L.  E.,  and  Evening  Star  Lodge  No.  44,  F.  &  A.  M. 


AMF.RICAX    L0C0:M0TIVE    ENGINEERS. 


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SAMUEL  M.  HEADLEY. 


HENRY  HECKLING. 


312 


ERIE    RAILWAY    EDITION. 


SAMUEL  M.  HEADLEY, 

Ncwburg,  New  York. 

Samuel  M.  Headley  was  born  in  San  Francisco,  Cali- 
fornia, on  September  8,  1853,  and  returned  with  his 
parents  to  Wayne  County,  Pennsylvania,  when  about  6 
years  of  age.  Leaving  school  at  an  early  age,  he  ran 
away  to  sea,  going  as  cabin  boy  on  the  old  steamer 
"Colon"  to  Aspinwall,  but  on  the  return  trip  to  New 
York,  being  left  behind,  he  came  across  to  Jersey  City 
and  went  to  firing  on  engine  228,  with  engineer  Joseph 
Birch,  where  he  remained,  firing  extra  freight,  until 
put  on  engine  215  with  Engineer  Newt.  Sarvent,  on 
which  run  he  stayed  six  years.  He  was  promoted  en- 
gineer January  21,  1879,  first  taking  a  yard  engine  and 
then  going  to  engine  634 — a  Cooke  "modoc" — for  four 
years.  After  running  freight  for  eleven  years,  Mr. 
Headley  was  given  the  run  between  Jersey  City  and 
Newburg, 'No.  31  West  and  32  East,  daily,  which  run 
he  still  retains,  being  in  charge  of  engine  385,  the  only 
simple  engine  with  a  Winton  fire-box  in  use  on  the 
system.  Mr.  Headley  has  been  one  of  the  lucky 
ones,  as  to  accidents,  notwithstanding  the  fact  that  for 
years  while  running  freight  he  was  one  of  the  men 
who  was  sent  out  when  it  was  necessary  to  "get  a 
train  over  the  road."  Perhaps  one  good  reason  for 
his  immunity  from  accidents  is  the  fact  that  it  is  his 
habit  always  to  stand  up  in  his  cab  and  keep  a  keen  eye 
forward,  and  during  all  his  years  of  arduous  service 
he  has  never  closed  an  eye  while  on  duty.  That  his 
good  fortune  is  not  due  to  a  spirit  of  timidity  is  well 
attested  by  letters  now  in  his  possession,  conveying  to 
him  special  compliment  and  congratulation  from  the 
master  mechanic  on  making  up  time  on  one  of  the 
most  difiicult  runs  on  the  road,  under  adverse  circum- 
stances. No  accident  involving  the  loss  of  life  or  prop- 
erty is  to  be  laid  to  the  door  of  Mr.  Headley.  One  of 
the  miracles,  however,  happened  him  in  May,  1898. 
Coming  through  West  Paterson  at  sixty  miles  an 
hour,  with  eight  carloads  of  passengers  behind  him, 
he  saw  just  ahead  of  him  at  the  crossing  a  heavy 
loaded  coal  wagon  with  three  horses  and  a  driver.  A 
collision  was  inevitable,  but  strange  to  say,  though  the 
coal  was  thrown  all  over  the  engine  and  train,  neither 
the  driver  nor  any  of  the  horses  was  hurt.  He  stopped 
his  train  in  twice  its  length,  the  only  damage  being  a 
broken  pilot.  On  April  26,  1880,  Mr.  Headley  was 
married,  at  Jersey  City,  to  Miss  Agnes  Jones,  and  the 
couple  are  now  living  at  their  own  home  in  Newburg, 
New  York,  where  they  have  resided  for  the  last  seven 
years.  He  has  been  a  member  of  the  Brotherhood  of 
Locomotive  Engineers  since  1881,  but  has  always  re- 
fused office;  he  is  also  a  member  of  several  fraternal 
societies.  Mr.  Headley  has  never  been  in  politics,  his 
leanings  not  having  been  in  that  direction.     He  likes 


to  talk  of  the  times  when  he  was  the  only  extra  pas- 
senger engineer  out  of  Port  Jervis,  and  used  often  to 
put  in  two  days'  work  within  twelve  hours,  and  he  has 
also  many  good  stories  of  the  times  when  the  "tell- 
tales" were  in  use.  Were  it  not  for  the  knowledge  we 
have  of  the  facts  in  the  case  it  would  seem  that  Mr. 
Headley  had  not  been  through  any  hard  service,  so 
well  preserved  is  he,  and,  accidents  barred,  he  is  due 
for  a  long  career  of  usefulness  upon  the  Erie. 


MARTIN   HEALY, 

Buflfalo,  New  York. 

Who  shall  say  that  business  instinct  and  professional 
calling  are  not  hereditary?  Martin  Healy,  though  but 
35  years  of  age,  is  already  an  Erie  engineer  (the  young- 
est on  the  division),  and  his  father  and  grandfather 
were  employes  of  the  same  road,  the  former  still  hold- 
ing the  position  of  Track  Superintendent  out  of  Buf- 
falo. The  subject  of  this  sketch  was  born  at  Darien, 
New  York,  on  June  26,  1864,  and  attended  the  dis- 
trict school  until  he  was  15  years  of  age,  when  he  went 
to  work  as  track-walker  under  his  cousin,  who  was 
then  a  section  foreman.  For  three  years  he  performed 
this  duty,  and  in  1882  came  to  BufTalo,  where  he  se- 
cured employment  in  the  Erie  shops  at  East  Buffalo. 
Here  he  remained  for  the  next  three  years,  working 
alternately  as  machinist's  helper  and  hostler's  assistant. 
In  the  summer  of  1884  he  left  the  confinement  of  the 
shops,  having  been  advanced  to  the  position  of  fire- 
man. The  succeeding  five  years  he  put  in  firing  extra, 
and  in  1889  went  on  a  regular  run  on  a  passenger  en- 
gine with  engineer  Chauncey  Bruman,  with  whom  he 
remained  about  eighteen  months,  being  then  trans- 
ferred to  a  freight  engine  running  between  Buffalo  and 
Tonawanda.  In  i8gi,  at  the  age  of  2.T,  he  was~pTO- 
motcd  to  the  rank  of  engineer,  taking  his  turn  on  the 
rounds,  where  he  now  is.  His  runs  extend  from  Hor- 
nellsville  to  Buffalo,  Black  Rock  and  the  "Bridge" — in 
fact,  including  all  the  runs  on  the  division,  for  he  is 
qualified  to  run  extra  in  the  passenger  service.  He  is 
known  as  a  careful,  conscientious  engineer,  and  one 
who  has  never  met  with  an  accident  in  the  pursuance 
of  his  duty.  In  1891  Mr.  Healy,  recognizing  the  force 
of  the  adage  laid  down  in  the  Book  of  Genesis  that 
"it  is  not  good  for  man  to  be  alone,"  took  unto  him- 
self a  wife,  being  married  to  Miss  Mary  Coleman.  In 
this  important  step,  also,  he  evinced  his  predilection 
for  all  things  pertaining  to  railroad  life;  for  Mrs. 
Healy,  like  her  husband,  comes  from  a  family  of  "rail- 
roaders," her  father,  Peter  Coleman,  being  a  section 
foreman  on  the  Erie  at  Buffalo.  Mrs.  Healy  has 
proven  herself  a  helpmeet  to  her  husband  in  the  full 
comprehension  of  the  word,  and  he  himself  recognizes 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


313 


EUGENE  FLOYD  HELM. 


«'ILT,IAM  F.  HELM  AND  DAUGHTER. 


314 


ERIE    RAILWAY    EDITION. 


the  fact  and  appreciates  his  wife  at  her  full  worth.  It 
is  almost  unnecessary  to  state  that  Mr.  Healy,  from 
his  first  connection  with  the  road,  has  been  a  brother- 
hood man.  He  joined  the  B.  of  L.  E.  as  soon  as 
eligible,  and  upon  his  promotion  to  engineer  joined 
Division  No.  15,  B.  of  L.  E.  He  is  also  afifiliated  with 
the  C.  M.  B.  A.  of  Buffalo.  Mrs.  Healy,  always  in 
sympathy  with  her  husband's  interests,  is  a  member  of 
the  Ladies'  Auxiliary  of  the  B.  of  L.  E.  Two  children 
have  been  born  to  them,  Martin,  aged  7,  attending  St. 
Columbia  School,  and  Eleonora.  aged  5.  Their  pretty 
home  at  495  Swan  street  is  a  model  of  content  and  hap- 
piness. 


HENRY  HECKLING, 

Cleveland,  Ohio. 

One  daj'  the  sewer  at  the  Davis  street  bridge  in 
Cleveland  bursted  and  washed  the  bank  out  onto  the 
Erie  track  just  as  Henry  Heckling  was  coming  along 
with  a  through  freight.  The  landslide  piled  up  on  the 
track  just  ahead  of  the  engine  and  so  suddenly  that 
the  train  could  not  be  stopped,  and  the  result  was  that 
the  engine  toppled  over  into  the  ditch.  The  fireman 
jumped,  while  Mr.  Heckling  was  thrown  through  the 
cab  window,  but  fortunately  neither  was  hurt.  This  is 
the  only  wreck  that  Mr.  Heckling  has  ever  had,  and 
considering  that  he  has  run  an  engine  on  the  Erie 
for  the  past  twenty-one  years  speaks  volumes  as  to  his 
ability  and  judgment  as  an  engineer.  He  was  born  in 
Cleveland,  Ohio,  October  3,  1852,  and  his  father  was 
Anton  Heckling,  who  for  fourteen  years  was  engineer 
on  the  old  lake  boat,  the  "Telegraph,"  which  ran  be- 
tween Cleveland  and  Port  Stanley.  On  leaving  school 
at  the  age  of  15,  he  was  bound  out  by  his  father  to 
learn  the  trade  of  a  molder.  After  learning  the  trade, 
which  required  three  years,  he  worked  two  years  more 
at  it  as  a  journeyman,  then  becoming  dissatisfied,  he 
took  a  position  as  a  fireman  on  an  old  woodburner  on 
the  Lake  Shore  &  Michigan  Southern  Railroad.  After 
two  years  and  a  half  he  left  this  and  took  a  similar  po- 
sition on  the  Erie,  where  he  remained  two  years 
longer,  quitting  then  to  embark  in  the  commission 
business  for  himself  in  Cleveland.  Four  months  of 
this  line  convinced  him  that  he  was  more  contented  in 
the  railroading  business,  and  he  consequently  returned 
to  the  Erie,  where  he  fired  for  a  year  and  a  half,  be- 
ing then  promoted  to  engineer  in  April,  1878.  For 
about  two  years  h^  ran  a  yard  engine  at  Cleveland  and 
then  he  was  given  one  of  the  new  compound  engines 
and  placed  on  through  freight.  He  held  this  for  seven 
years  and  then  was  transferred  to  the  helper  between 
Cleveland  and  Randall,  which  he  has  run  for  the  past 
twelve  years.  Mr,  Heckling  ranks  among  the  oldest 
freight   engineers   of   the    division,   and   is   one   of  the 


most  efficient,  having  on  many  occasions  been  com- 
mended for  his  good  work.  June  24,  1873.  he  was 
united  in  marriage  to  Miss  Annie  Moxon  of  Cleveland, 
and  three  children  have  been  born  to  them.  Alice,  the 
only  daughter,  is  married,  while  Ralph,  aged  18,  and 
Claude,  aged  16,  are  both  attending  school.  Mr. 
Heckling  is  a  member  of  the  B.  of  L.  E.,  Division  167, 
and  is  a  respected  resident  of  Cleveland,  who  engages 
the  respect  of  his  acquaintances  generally,  as  well  as 
the  friendship  of  his  fellow  employes. 


ERASTUS  HEDGLON, 

Port  Jervis.  New  York. 

Erastus  Hedglon  was  born  at  Beach  Lake,  Pennsyl- 
vania, April  6,  1866,  and  moved  with  his  father's  fam- 
ily to  Ariel,  Pennsylvania,  some  years  later.  In  this 
town  he  attended  school  until  he  was  11  years  of  age, 
when  he  quit  school  and  gave  his  entire  attention  to 
farming  for  about  four  years.  In  1881  he  went  to 
Pleasant  Valley,  Pennsylvania,  where  for  two  years 
he  worked  as  fireman  for  a  stationary  engine.  From 
this  it  was  a  short  step  to  fireman  on  a  locomotive,  and 
in  the  spring  of  1883  he  was  employed  by  the  West 
Shore  Road,  where  he  fired  for  three  years.  In  1886 
he  took  service  with  the  Erie  and  for  six  years  fired 
for  Engineer  C.  D.  Angle.  On  September  16,  1892, 
Mr.  Hedglon  was  promoted  to  engineer  and  given 
engine  586,  which  he  ran  between  Newburg  and  Jer- 
sey City  for  some  years,  being  then  transferred  to  a 
run  between  Port  Jervis  and  Jersey  City.  He  has 
always  had  good  luck,  and  this,  coupled  with  his 
natural  ability,  places  him  in  the  front  rank  of  en- 
gineers on  the  division.  On  July  9.  1890,  Mr.  Hedglon 
was  married  to  Miss  Blanche  Austin  of  Hillburn.  New 
York.  They  are  members  of  the  Methodist  Church  of 
Port  Jervis,  and  both  are  prominent  in  church  work 
and  social  afTairs.  Mr.  Hedglon  is  affiliated  with 
Lodge  No.  54,  B.  of  L.  E. 


DAVID   HEINSELMAN, 

Youngstown,  Ohio. 

Born  in  Lordstown,  Ohio,  July  2,  1858,  David  Hein- 
selman  left  school  at  the  age  of  18  and  secured  a  po- 
sition with  the  Cartwright  &  McNulty  Rolling  Mill 
Company,  with  whom  he  remained  three  years.  He 
then  secured  a  position  as  fireman  on  the  Erie,  and 
after  six  years  was  promoted  to  engineer.  Six  months 
later  he  had  a  controversy  with  the  Engine  Dispatcher 
and  was  discharged.  He  went  to  work  as  a  painter 
in  Youngstown  for  a  while,  but  soon  secured  a  position 
as  fireman  on  the  P.   &  W.     After  four  weeks  he  left 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


315 


IT" 


A.    H.    HELMKE. 


D.    L.    IIICKEY. 


316 


ERIE    RAILWAY    EDITION. 


and  went  to  firing  on  the  Erie  again,  and  after  six  years 
he  was  again  given  an  engine,  but  later,  on  account  of 
slack  business,  he  was  put  back  to  firing  and  running 
extra  for  two  months,  after  which  he  was  given  a 
regular  run.  Mr.  Heinselman  is  an  active  figure  in 
Republican  politics  in  Youngstown,  having  served  sev- 
eral terms  in  the  city  council  and  has  been  President  of 
that  body.  He  was  married  on  January  i,  1880,  to  Miss 
Mary  A.  Gundy,  a  cultured  young  lady  of  Young- 
town,  and  they  have  an  interesting  family  of  three  sons 
and  two  daughters.  ?.Ir.  Heinselman  is  a  member  of 
Lodge  614,  K.  of  P..  and  Court  Tod.  A.  O.  O.  F. 


EUGENE  FLOYD  HELM, 

Huntington,    Indiana. 

In  the  life  of  Eugene  Floyd  Helm  the  world  is  given 
another  example  of  what  the  American  boy  can  make 
of  himself  when  he  is  thrown  upon  his  own  resources. 
Born  in  Cedar  Rapids,  Iowa,  October  15,  1858,  he  was 
the  son  of  Benjamin  F.  Helm,  who,  as  a  member  of 
Company  H,  Forty-seventh  Indiana,  was  so  badly  in- 
jured in  the  War  of  the  Rebellion  that  the  family  was 
forced  to  shift  for  themselves.  After  a  'few  months  of 
hardship,  Eugene,  at  the  age  of  II,  became  a  successful 
jockey  on  the  western  racing  circuit,  and  with  the 
money  he  thus  earned  gathered  his  sisters  and  brothers 
together  and  installed  them  in  a  home,  with  his  oldest 
sister  as  housekeeper.  He  denied  himself  a  school 
education,  but  was  delighted  to  see  that  the  rest  of 
the  children  were  well  taken  care  of  and  learning  at 
school  what  he  had  to  pick  out  of  books  by  himself 
at  night  or  learn  from  practical  experience,  for  despite 
the  fact  that  he  had  little  school  training  he  is  well 
educated  and  is  an  excellent  business  man.  Mr. 
Helm  continued  as  a  jockey  for  ten  years,  when,  be- 
coming too  heavy  to  ride,  he  gradually  withdrew  from 
the  racing  business,  and  in  1882  commenced  his  rail- 
road career,  working  in  the  car  building  department  of 
the  Erie.  He  soon  quit  that  to  accept  a  place  as  brake- 
man,  and  after  thirteen  months  was  promoted  to  con- 
ductor. He  ran  as  such  but  four  months,  having  de- 
cided that  he  preferred  to  be  on  the  engine.  He  was 
given  a  place  as  fireman,  and  after  five  years  was  pro- 
moted to  engineer,  October,  1890,  which  position  he 
fills  with  the  characteristic  ability  he  has  shown  in 
every  avocation  he  has  engaged  in.  Mr.  Helm  received 
personal  congratulation  from  General  Superintendent 
Moorehcad  for  a  fast  run  made  between  Huntington 
and  Marion,  and  besides  being  popular  with  the  otfi- 
cials  is  well  liked  by  his  fellow  employes.  May  30, 
1881.  he  was  united  in  marriage  to  Miss  Theresia  Hine, 
daughter  of  Martin  Hine,  a  prominent  farmer  of  Whit- 
ley   County.    Indiana.      They   have   one    child.      Harry 


Eugene  Helm,  who  is  14  years  of  age  and  atlcndnig 
St.  Mary's  School.  He  is  a  very  bright  lad  and  a 
favorite  in  his  class.  Mrs.  Helm  owns  a  millinery 
store  on  East  Market  street  and  is  a  trustee  and  promi- 
nent member  of  the  Ladies'  Auxiliary  of  B.  of  L.  F. 
Mr.  Helm  owns  considerable  property  in  Huntington 
and  is  a  prominent  member  of  William  Hugo  Lodge 
No.  166,  B.  of  L.  F.,  in  which  he  held  a  subordinate 
office  for  two  terms.  He  is  a  valued  citizen  of  Hunt- 
ington and  is  the  owner  and  breeder  of  some  very  fine 
horses. 


WILLIAiNI  F.  HEL:vI, 

Chicago,    Illinois. 

William  F.  Helm  is  one  of  the  Erie's  engineers  who 
has  tried  several  vocations  in  life  and  has  been  emi- 
nently successful  in  each  venture.  He  was  born  in  St. 
Louis,  Missouri,  February  23,  1856,  and  is  the  son  of 
Frederick  Helm,  now  deceased,  who  was  a  fisherman 
and  owner  of  several  large  lake  barges  operating  on 
Lake  Michigan.  Mr.  Helm  secured  a  good  education, 
and  on  leaving  school  began  work  in  a  cotton  mill  in 
Chicago,  where  he  ran  a  cotton  machine  for  a  num- 
ber of  years.  Resigning  this  position  he  went  on  a 
bakery  wagon  as  a  salesman,  working  at  this  for  eight 
years.  He  then  became  proprietor  of  a  bakery,  which 
he  ran  successfully  for  five  years.  In  1884  he  sold  his 
bakery  advantageously  and  accepted  a  position  as  fire- 
man on  the  Belt  Line  Railroad  of  Chicago.  He  fired 
for  this  company  for  a  year  and  a  half,  and  then  entered 
the  service  of  the  Chicago  &  Erie,  for  whom  he  fired 
until  1890.  In  January  of  that  year  he  was  promoted 
to  engineer,  and  since  that  date  has  run  a  switch  en- 
gine in  the  Chicago  yards,  having  fully  demonstrated 
that  he  is  an  engineer  whose  services  are  valuable  to 
the  company.  On  July  20,  1878,  Mr.  Helm  was  mar- 
ried to  Miss  Amelia  Barton,  daughter  of  Dr.  Louis 
Barton  of  Chicago,  and  they  have  three  children,  Reu- 
ben B.  Helm,  aged  19,  a  very  clever  and  industrious 
young  man,  now  clerking  for  the  Essential  Oil  Com- 
pany, dealers  in  all  kinds  of  drugs;  William  L..  aged 
II,  now  attending  school,  and  Alberta  C,  the  young- 
est, a  charming  little  miss  of  5  years.  Mr.  Helm  is  a 
member  of  Lake  Lodge  No.  302,  B.  of  L.  E.,  and 
owns  a  nice  two-story  residence  at  5617  Shields  avenue. 


A.   H.   HELMKE, 

Nyack,  New  York. 

A.  H.  Helmke  was  born  in  Westchester  County. 
New  York,  July  12,  1844,  and  attended  school  in  West- 
chester and  Bergen  Counties  until  he  was  17  years  of 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


317 


T.    W.   HICKSON. 


THOMAS   IIINCHEY. 


318 


ERIE    RAILWAY    EDITION. 


age.  He  then  gave  up  school  and  devoted  his  attention 
to  farming,  following  that  avocation  until  1868,  when 
he  abandoned  it  to  enter  upon  his  railroad  career.  He 
worked  in  shops  in  1868  and  1869,  and  did  extra  work 
as  fireman,  part  of  the  time  being  under  the  charge  of 
W.  S.  Requa,  who  was  running  old  55,  which  was  one 
of  those  locomotives  styled  "bobtail  engines."  On 
April  26,  1871,  he  was  given  a  regular  position  as  fire- 
man and  ran  from  Nyack  to  Jersey  City  for  John  R.  F. 
Demarest  for  fifteen  years,  and  in  that  time  handled 
many  dififerent  kinds  of  engines.  He  was  promoted  to 
the  trade  of  engineer  April  19,  1886,  and  placed  in 
charge  of  engine  160.  His  run  was  from  Nyack  to 
Jersey  City,  and  he  has  held  it  for  the  past  thirteen 
years.  Mr.  Helmke  was  married  July  7,  1867,  to  Miss 
Clara  Miller  of  Orangeville,  New  Jersey,  and  they  re- 
side in  their  own  pleasant  home  in  Nyack.  Five  chil- 
dren have  come  to  bless  their  union — two  boys  and 
three  girls — all  of  whom  have  grown  to  maturity.  The 
elder  son  is  a  policeman  in  New  York  City,  while  the 
other  is  a  brakeman  on  the  Erie.  Mr.  Helmke  has  had 
universal  good  luck,  an  instance  of  which  occurred  in 
1870.  He  had  fired  mogul  engine  292  up  for  a  trip,  and 
ten  minutes  later,  while  she  was  being  coaled,  a  de- 
fective boiler  caused  her  to  blow  up;  no  one  was  hurt. 
Mr.  Helmke  is  a  member  of  Jersey  City  Lodge  No. 
135,  B.  of  L.  E.,  and  with  his  family  attends  the  Epis- 
copal Church. 


D.  L.  HICKEY, 

Susquehanna,   Pennsylvania. 

Engine  Dispatcher. 

D.  L.  Hickey  was  born  near  Lanesboro,  Pa.,  Sep- 
tember 19,  1859,  and  belongs  to  a  family  that  consisted 
of  four  boys  and  one  girl.  Mr.  Hickey's  father  moved 
to  Susquehanna  in  the  summer  of  1863,  and  on  June  19, 
1864,  one  of  the  boys,  Michael,  the  oldest,  with  another 
boy  named  Edward  Connors,  was  drowned  in  the  Sus- 
quehanna River  while  bathing  near  where  the  Oakland 
bridge  now  stands.  Mr.  Hickey  attended  the  Sisters' 
Parochial  School  and  Laurel  Hill  Academy  from  1865 
to  1870,  and  then  entered  the  graded  schools  of  Sus- 
quehanna for  a  period  of  four  years.  On  January  6, 
1874,  he  was  employed  by  the  Erie  in  the  Susquehanna 
shops,  and  soon  arose  to  the  position  of  Assistant  En- 
gine Dispatcher,  being  promoted  to  Night  Engine  Dis- 
patcher on  January  i,  1889;  which  position  he  held  un- 
til August  6,  1894,  when  he  was  advanced  to  Day  En- 
gine Dispatcher  at  the  same  place,  the  position  he  now 
holds.  Mr.  Hickey's  father  died  June  2,  1881,  and, 
being  unmarried,  he  makes  his  home  with  his  mother. 
His  brothers,  J.  A.  Hickey,  a  boiler  maker,  and 
Michael  A~  Hickey,  machinist,  are  employed  in  the 
Susquehanna  shops;    also  their  sister's  husband,  Henry 


Tesky,  a  boiler  maker.  Mr.  Hickey  is  a  man  of  some 
education,  and  has  traveled  considerably  throughout 
the  United  States,  acquainting  himself  with  the  work- 
ings of  different  large  trunk  lines.  He  is  quite  a  pop- 
ular man  among  his  associates  and  acquaintances  gen- 
erally. 


T.  W.  HICKSON, 
Johnsonburg,    Pennsylvania. 

Every  railroad  man  on  the  Bradford  Division  knows 
T.  W.  Hickson,  and  knows  him  favorably,  for  it  is 
he,  with  good  old  engine  No.  nil,  that  helps  their 
heavy  trains  over  the  hill  at  Johnsonburg.  Mr.  Hick- 
son  was  born  July  7,  1859,  in  Norton,  Kings  County. 
New  Brunswick,  and  is  the  son  of  Thomas  Hickson,  a 
prominent  resident  of  that  place.  He  received  his  early 
education  in  his  native  town,  and  in  1881  left  home  and 
went  to  Bangor,  Maine,  where  he  ran  a  stationary  en- 
gine for  four  and  a  half  years.  He  then  went  to  Bos- 
ton for  nine  months,  returning  to  Bangor,  where  he 
stayed  until  April,  1886,  when  he  went  to  Bradford. 
Here  he  worked  as  a  night  watchman  and  stationary 
engineer  for  a  few  months,  beginning  his  railroad 
career  as  a  fireman  on  the  Bradford  Division  of  the 
Erie  in  November,  1886.  His  knowledge  of  engines 
and  general  efficiency  won  him  promotion  to  engineer 
in  less  than  two  years,  and  then  for  a  number  of  years 
he  ran  on  the  rounds  on  the  freight  service.  In  August, 
i8g8,  he  was  sent  to  Johnsonburg,  where  he  runs  the 
pusher  on  the  steep  hill  at  that  place.  Mr.  Hickson  is 
a  member  of  B.  of  L.  E..  Division  280,  and  is  a  highly 
competent  engineer,  who  has  the  well  wishes  and  re- 
spect of  both  his  superiors  and  fellow  engineers.  In 
1883  he  was  married  to  Miss  C.  E.  Harris,  who  died  in 
1896,  and  in  October,  1897,  he  was  united  in  marriage 
to  Miss  Marie  Filgrove,  an  accomplished  young  lady 
of  Bradford. 


THOMAS  HINCHEY. 

Buffalo,  New  York. 

Another  Buffalo  man,  who  can  almost  be  called  a  na- 
tive of  the  Queen  City,  is  Thomas  Hinchey.  Although 
born  in  Attica,  in  1854,  his  parents  removed  to  Buffalo 
six  months  later,  and  there  he  has  resided  ever  since, 
most  of  the  time  in  the  Fourth  Ward,  formerly  the 
Third.  With  the  other  youngsters  of  the  neighbor- 
hood, ''Tom"  attended  the  public  schools,  proving  an 
apt  scholar.  He  early  manifested,  however,  a  spirit  of 
independence,  a  longing  to  go  to  work,  and  support 
himself.  So  it  is  that  we  find  him,  when  only  14  years 
old,  on  the  pay-roll  of  the  section,  and,  a  year  and  a 
half  later,  switching  in  the  yards.  Here,  after  three 
months'  service,  his  partner  was  killed,  andHinchey's 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


319 


HERMAN  C.  HOADLET. 


FRED.   HOFFMAN. 


320 


ERIE    RAILWAY    EDITION. 


father  demanded  his  son's  discharge.  This  was  given 
on  Saturday,  Jinie  2,  1872,  and  for  the  next  six  weeks 
the  boy  worked  in  the  coal  pockets,  after  which  he 
was  put  on  night  work,  wiping  engines.  He  then  be- 
came helper  to  the  hostler,  and  also  fired  extra,  until 
1878,  when  he  was  given  a  regular  engine  to  fire.  After 
two  years'  service  on  the  rounds  he  spent  a  like  term 
on  a  passenger  engine  on  the  Niagara  Falls  branch, 
Tony  Briggs,  engineer.  On  September  10,  1882,  he 
received  his  promotion,  and  the  man  who,  as  a  boy, 
had  done  a  laborer's  work  on  the  section,  whose  part- 
ner had  met  death  at  his  post,  and  who  had  never 
flinched  from  duty,  no  matter  in  what  capacity, 
breathed  a  sigh  of  well-merited  content  as  he  realized 
that  at  last,  at  the  comparatively  early  age  of  28,  he 
was  master  of  the  engine,  and  the  controller  of  the 
destinies  of  those  behind  it!  Truly,  there  is,  in  his 
example,  a  lesson  of  patience  and  perseverance  well 
worthy  of  emulation.  For  nearly  ten  years  Engineer 
Hinchey  remained  on  the  rounds,  finally  being  given 
the  Lockport  way  freight,  which  he  ran  until  August  6, 
1893,  when  he  returned  to  the  rounds  for  another  four 
years.  On  August  7.  1897,  he  w^as  given  the  switch- 
ing engine  at  Black  Rock,  which  he  ran  until  July  17 
of  the  following  year,  when  he  was  transferred  to  the 
Attica  pusher  for  two  months,  after  which  he  returned 
to  the  rounds  for  a  short  time.  On  January  i,  1899, 
he  was  given  trains  90  and  91,  which  he  still  retains, 
running  from  Hornellsville  to  Buffalo  and  Suspension 
Bridge,  and  return.  Mr.  Hinchey  was  married  to  Miss 
Elizabeth  Culliton  of  Bufifalo  on  August  31,  1874.  Nine 
children  have  been  born  to  them,  of  whom  but  three 
are  now  living:  Miss  Theresa  Hinchey,  who  will  grad- 
uate from  school  this  year,  and  wdio,  though  only  15 
years  of  age,  is  already  an  accomplished  musician,  and 
her  two  brothers,  John  P.  and  Joseph  A.  Hinchey,  aged 
respectively  13  and  10  years,  who  are  now  attending 
school  in  their  native  city.  Air.  Hinchey  is  a  strong 
Brotherhood  man.  having  held  the  office  of  First  En- 
gineer in  No.  15  for  several  terms,  and  now  filling  the 
chair  of  Guide  in  the  same  organization.  He  is  also 
a  devout  attendant  and  communicant  at  St.  Patrick's 
Church,  and  is  known  as  a  model  husband,  an  indul- 
gent father,  and  a  kind  neighbor.  Although  so  devoted 
a  family  man,  Mr.  Hinchey  has  a  large  circle  of  friends, 
with  whom  he  is  very  popular.  He  is  intensely  inter- 
ested in  politics,  and  has  already  been  mentioned  as  a 
possible  candidate  for  the  office  of  Alderman  of  the 
Fourth  Ward  this  fall. 


of  Louis  Hoadley  of  that  place,  who  now  makes  his 
home  with  his  son  at  Bradford.  Mr.  Hoadley  attended 
school  at  Windsor  and  later  at  Susquehanna,  Pennsyl- 
vania, until  he  was  15  years  of  age.  A  year  later  he 
secured  a  position  as  brakeman  on  the  Susquehatina 
Division  of  the  Erie,  and  continued  in  that  capacity 
mitil  1873,  when  he  was  advanced  to  fireman,  and  con- 
tinued working  on  the  same  division.  In  1882  he  re- 
ceived a  merited  promotion  to  engineer,  and  ran  in  the 
freight  service  until  1885,  when  he  was  granted  leave  of 
absence  to  make  a  southern  trip.  While  in  Florida  he 
went  to  work  for  the  Florida  Railroad  and  Navigation 
Company  as  an  engineer.  He  overstaid  his  leave,  hav- 
ing been  south  twenty-two  months,  and  when  he  re- 
turned he  was  engaged  as  hostler  on  the  Susquehanna 
Division.  Later  he  was  transferred  to  the  Bradford 
Division,  where,  since  March  9,  1888,  he  has  been  run- 
ning "on  the  rounds"  in  the  freight  service.  He  is  a 
thorough!}'  competent  engineer  and  is  well  liked  by  his 
associates  and  stands  well  with  his  superiors.  Mr. 
Hoadley  is  a  member  of  B.  of  L.  E..  Division  2S0.  and 
is  afliliated  with  the  Knights  of  St.  John  and  Malta. 
He  was  married  in  1872  to  Miss  Sarah  Francis  McKune 
of  Susquehanna,  and  to  them  were  born  three  chil- 
dren. Mrs.  Hoadley  was  a  woman  of  fine  character 
and  disposition,  being  loved  by  all  her  neighbors  and 
friends.  She  died  in  1895,  and  on  June  4,  1896,  Mr. 
Hoadley  was  married  to  Miss  Elizabeth  Hodson  of 
Tallahassee,  Florida.  They  reside  in  a  very  pleasant 
home  on  Clarion  street,  and  are  highly  regarded  by 
their  many  acquaintances. 


HERMAN  C.  HOADLEY, 
Bradford,  Pennsylvania. 
Herman   C.   Hoadley  was  born  in  Windsor,   Brown 
County,   New   York,   October  5,   1853,  and  is  the  son 


FRANCIS  HOAR, 
Waldwick,    New   Jersey. 

The  subject  of  this  sketch  was  born  in  Ulster  County. 
New  York,  on  January  23,  1853,  being  the  son  of  F. 
Hoar,  a  farmer,  who  emigrated  from  England  and  set- 
tled in  Ulster  County.  The  young  man  left  school  at 
the  age  of  17  and  engaged  in  farming  for  two  years, 
beginning  his  railroad  career  in  April,  1872,  as  a  fire- 
man on  the  Erie.  He  fired  from  1872  to  1875  for  Dud- 
ley Warner,  and  from  1875  to  1877  for  B.  Hogan;  from 
1877  to  1880  for  Engineer  Tucker,  being  promoted  to 
engineer  then,  and  is  now  running  in  the  suburban 
service  between  Waldwick  and  Jersey  City.  Mr.  Hoar 
was  married  in  1878  to  Miss  Mary  Stanton  of  Port 
Jervis,  and  they  have  five  children.  Norma,  Francis,  Jr., 
Frederick,  Chauncey  and  Herbert.  Mr.  Hoar  owns  a 
pleasant  home  in  Waldwick  and  is  one  of  the  city's 
most  estimable  citizens. 


AMKRICAN    LOCOMOTI\"F.    KNGINEERS. 


321 


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lb 

M 

¥/ 

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^ 

JAMES  E.  HOFFMAN. 


PATRICK   nORRIGAN. 


322 


ERIE    RAILWAY    EDITION. 


JAMES    E.    HOFFMAN, 

Huntington.    Indiana. 

While  James  E.  Hoffman  is  a  young  man  he  has 
been  an  engineer  for  eight  years,  having  been  pro- 
moted to  that  responsible  position  when  he  was  24 
years  of  age.  The  son  of  John  Hoffman,  a  teamster. 
he  was  born  in  Huntington  County,  Indiana,  February 
18,  1867,  and  attended  school  until  he  was  14  years  of 
age,  when  he  began  to  work  at  the  plastering  trade. 
He  worked  at  this  for  two  years  and  then  took  a  place 
as  water  boy  with  a  ballast  crew  on  the  Erie,  but  after 
one  season's  work  accepted  a  position  with  Robert 
Simonton,  a  fancy  stock  raiser.  He  remained  in  this 
business  four  years,  having  charge  of  the  stock  farm 
most  of  the  time.  In  1887  he  was  offered  a  position  as 
fireman  on  the  Erie  under  Master  Mechanic  Joehan, 
and  accepted  the  same.  He  fired  but  four  years,  two 
years  on  passenger  and  two  years  on  freight,  when 
his  exceptional  ability  won  him  promotion  to  en- 
gineer, and  for  the  past  eight  years  he  has  run  an  en- 
gine in  the  freight  department,  demonstrating  numer- 
ous times  that  he  is  an  engineer  of  high  class.  Sep- 
tember 18,  1890,  he  was  married  to  Miss  Angle  N. 
Douglass,  daughter  of  Samuel  Douglass,  a  farmer  of 
Huntington  County,  Indiana.  Mr.  and  Mrs.  Hoffman 
are  among  the  best  of  Huntington's  residents,  and  are 
great  favorites  in  social  circles.  Mrs.  Hoffman  is  a 
prominent  member  of  Lodge  No.  261,  Daughters  of 
Rebecca;  Jewel  Hive  No.  63,  Ladies  of  Maccabees,  and 
for  two  terms  was  President  of  Ladies'  Auxiliary  to 
B.  of  L.  E.,  Division  221.  Mr.  Hoffman  owns  a  pleas- 
ant home  on  Wilkerson  street,  and  is  a  member  of 
Lodge  No;  10,  K.  O.  T.  M. ;  La  Fountaine  Lodge  No. 
42.  I.  O.  O.  F.,  and  B.  of  L.  E.,  Division  221. 


FRED    HOFFMAN. 

Susquehanna.    Pennsylvania 

A  highly  popular  Eric  engineer  who  resides  in  Sus- 
<iuehanna  and  runs  a  switch  engine  in  the  yards  there 
is  Fred  Hoffman.  He  is  the  son  of  Fred  Hoffman, 
Sr.,  a  tanner,  and  was  born  in  Susquehanna  County, 
Pennsylvania,  March  12,  1863.  His  educational  train- 
ing was  much  above  the  average,  for  in  addition  to  at- 
tending common  school  he  was  also  a  student  in  the 
Academy  of  Wayne  County,  Pennsylvania.  On  leav- 
ing school  he  learned  the  carpenter's  trade  and  fol- 
lowed it  until  the  fall  of  1886,  when  he  joined  the  great 
army  of  Erie  Railroad  employes  as  a  fireman.  He  fired 
but  three  years,  two  on  freight  and  one  on  passenger, 
when  his  superior  ability  won  him  promotion  to  en- 
gineer. This  occurred  in  December,  1889.  and  after  a 
few  years  in  the  road  service  he  was  given  an  engine  in 


the  Susquehanna  yards,  which  he  has  run  for  the  past 
six  years.  Mr.  Hoffman  is  regarded  as  one  of  the  Erie's 
most  efficient  and  conservative  men,  and,  of  course, 
stands  high  in  the  estimation  of  his  superiors,  at  the 
same  time  being  on  most  cordial  terms  with  his  fellow 
workmen.  On  November  28,  1895,  he  was  married  to 
Miss  Minnie  May  Doolittle,  daughter  of  Nelson  Doo- 
little,  a  substantial  farmer  of  Susquehanna  County. 
She  is  a  member  of  the  G.  A.  R.  Relief  Corps  of  Sus- 
quehanna, while  Mr.  Hoffman  belongs  to  Starrucca 
Lodge  No.  137,  B.  of  L.  E..  and  has  held  a  subordinate 
office  in  the  same.  This  worthy  young  couple  are  so- 
ciety favorites  in  Susquehanna  and  entertain  quite  often 
in  their  own  pretty  home. 


S.  W.  HOFFMAN, 

Hornellsville.  New  York. 

On  November  16,  1856,  S.  W.  Hoffman  was  born  in 
Stewartsville,  Morris  County,  New  Jersey,  and  imme- 
diately upon  leaving  school  entered  upon  his  railway 
career  as  a  water  boy  on  the  Morris  &  Essex  Railroad, 
a  division  of  the  Delaware,  Lackawanna  &  Western. 
After  a  year  in  this  capacity  he  was  employed  as  a 
brakeman  and  ran  as  such  until  1880,  when  he  was  pro- 
moted to  conductor,  but  resigned  this  to  accept  a 
position  as  switchman  on  the  Erie  at  Binghamton. 
After  serving  a  year  in  this  capacity  he  was  employed 
as  a  brakeman  on  the  Susquehanna  Division,  where  in 
a  short  time  he  was  tendered  a  promotion  as  con- 
ductor. This  he  refused  and  accepted  instead  a  posi- 
tion as  fireman  on  the  same  division.  Being  a  thor- 
ough railroad  man  and  experienced  in  train  work,  he 
was  not  long  in  climbing  to  the  top  rank  in  his  calling, 
and  on  July  2,  1890,  was  promoted  to  engineer  and  as- 
signed to  freight  service  on  the  Susquehanna  Division 
where  he  continues  to  run.  In  October,  1883,  Mr. 
Hoffman  was  married  to  Miss  Edith  E.  Gardner,  of 
Hornellsville,  and  they  have  one  child.  Edith  E..  a 
charming  miss  of  10  years,  who  is  attending  school. 
Mr.  Hoffman  is  a  member  of  Lodge  No.  301,  B.  of  L. 
F. :  Lodge  no.  301,  B.  of  L.  E..  and  of  the  Masonic 
Lodge  of  Hornellsville.  He  is  an  engineer  who  uses 
good  judgment  in  his  running  and  is  highly  spoken  of 
by  his  associates. 


JOHN  P.  HOGAN, 
Niles.   Ohio, 

John  P.  Hogan.  who  is  one  of  the  youngest  en- 
gineers on  the  division,  was  born  in  Niles,  Ohio,  on 
November  27,  1869.  He  attended  the  excellent  public 
schools  of  Niles  until  he  was  17  years  of  age.  when, 
ci|uippe(l  with  a  good  education,  he  started  out  to  make 


AArERICAX    LOCOMOTIVE    ENGINEERS. 


323 


"B- 

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Hl^^:ji^H#i9 

^B 

WARNER   HOWE. 


G;:ono"  i.  tio\vi:i.l. 


324 


ERIE    RAILWAY    EDITION. 


his  way  in  the  world.  He  engaged  in  the  cigar  busi- 
ness for  some  time,  but  eventually  quit  that  to  take 
a  position  as  engine  wiper  on  the  Erie.  Here  his  stead- 
fast devotion  to  his  work  was  noticed,  and  in  Decem- 
ber, 1889.  he  was  promoted  to  fireman,  followed  on 
October  19.  1898,  by  further  advancement  to  the  grade 
of  engineer.  At  present  he  is  running  extra,  but  his 
fine  qualities  as  an  engineer  will  soon  gain  him  a  regu- 
lar run.  He  is  unmarried,  and  is  quite  popular  in 
social  circles  of  Niles. 


T.  J.    HOGAN, 
Horncllsville.  New  York. 

Born  in  County  Clare,  Ireland,  in  December,  i860,  T. 
J.  Hogan  was  a  farmer  in  that  country  until  1881,  when 
he  emigrated  to  the  United  States.  After  locating  at 
Hornellsville  he  worked  on  a  farm  for  one  summer, 
going  to  work  as  a  trackman  on  the  Erie  in  the  fall  of 
1881.  He  served  in  this  capacity  for  two  years,  and 
then  worked  as  a  mason  for  two  years,  beginning  to 
brake  in  the  fall  of  1885.  Two  years  later  he  was  ad- 
vanced to  fireman  and  in  1889  was  promoted  to  en- 
gineer, since  which  time  he  has  continued  to  run  in 
the  freight  service.  Mr.  Hogan  was  married  in  April. 
1892,  to  Miss  Mary  Curry  of  Hornellsville,  and  they 
have  three  children.  Mr.  Hogan  belongs  to  the  B.  of 
L.  E.,  and  is  Assistant  Engineer  of  the  local  lodge;  he 
is  also  aftiliated  with  the  Knights  of  Columbus,  C.  M. 
B.  A.  and  the  A.   O.   H. 


JOHN   C.   HOLMES. 
Huntington,   Indiana. 

John  C.  Holmes  was  born  November  6,  1846,  in  Ak- 
ron, Ohio,  where  his  father,  O.  G.  Adams,  lived  and 
worked  at  his  trade,  that  of  millwright.  The  young 
man  was  a  diligent  student  in  the  public  schools  of 
Akron  until  he  was  17  years  of  age,  when,  having  ac- 
quired a  good  common  school  education,  he  cast  about 
him  for  a  vocation  to  follow.  The  pottery  business  ap- 
pealed to  him  as  a  trade  whereby  good  wages  could  be 
earned  and  he  learned  the  trade  of  a  worker  in  stone 
ware.  For  seven  years  he  followed  tliis  business  and 
then  left  it  to  accept  a  position  is  an  apprentice  in  the 
Baltimore  &  Ohio  machine  shops  at  Parkersburg. 
West  Virginia.  In  a  short  time  he  was  advanced  to 
fireman,  in  which  capacity  he  served  four  years,  re- 
signing to  return  to  the  pottery  business.  For  the  ne.\t 
thirteen  years  he  worked  at  this  trade  in  Parkersburg. 
West  Virginia,  Atwater  and  Cuyahoga  Falls,  Ohio.  In 
1888  Master  Mechanic  Rogers  oflfered  him  a  position  as 


fireman  on  the  Erie  and  he  accepted  it.  He  fired  two 
and  a  half  years  and  was  then  promoted  to  engineer 
and  assigned  to  the  freight  service,  in  which  capacity 
he  has  worked  ever  since,  acquittmg  himself  with  great 
care  and  credit.  He  was  married  April  26,  1868,  to 
Miss  Lodema  R.  Hough,  daughter  of  Joel  R.  Hough, 
a  prominent  druggist  of  .Atwater.  Ohio.  They  have 
three  daughters,  all  graduates  of  Huntington  High 
School.  Mary  L..  the  oldest,  holds  a  fine  position  as 
stenographer  in  the  Division  Engineer's  office  of  the 
Erie;  Martha  .-K.,  also  a  stenographer,  is  in  the  em- 
ploy of  one  of  the  largest  law  firms  of  Huntington; 
Cora  E.,  the  youngest,  is  attending  Normal  School  at 
Terre  Haute,  Indiana.  Mrs.  Holmes  is  a  member  of 
Good  Will  Lodge,  No.  19.  G.  I.  A..  Auxiliary  to  B.  of 
L.  E.,  and  Floral  Chapter,  No.  75,  O.  E.  S.  Mr. 
Holmes  is  highly  esteemed  by  his  many  acquaintances, 
and  is  well  liked  by  his  fellow  engineers;  he  stands 
well  in  the  confidence  of  the  ol^cials,  and  has  never 
been  suspended  from  service  during  his  entire  career. 
He  is  an  influential  citizen,  and,  together  with  his 
family,  is  prominent  in  society.  He  is  a  member  of 
William  Hugo  Lodge,  No.  166.  B.  of  L.  F.;  B.  of  L. 
E.,  Division  221 ;  Amity  Lodge,  No.  483,  F.  &  A.  M., 
and  Royal  Arcanum,  No.   1006. 


WILLIAM  A.  HOOD, 

Hornellsville,  New  York. 

For  the  past  few  months  William  A.  Hood  has  held 
one  of  the  most  responsible  positions  of  the  Erie  at 
Hornellsville,  for  to  his  care  is  entrusted  the  new 
engines  of  that  division,  and  it  is  his  duty  to  break 
them  in  and  see  that  they  are  in  perfect  running  order 
ere  they  are. sent  out  on  the  road.  ^Ir.  Hood  was  born 
in  Hornellsville  on  July  14,  1855,  being  the  son  of 
George  Hood,  a  farmer  of  Steuben  County,  New  York. 
After  leaving  school  Mr.  Hood  farmed  for  a  period  of 
three  years,  and  then  worked  in  the  oil  fields  at  Brad- 
ford, Pennsylvania,  for  six  years.  He  began  his  rail- 
road career  in  the  spring  of  1882  as  a  fireman  on  the 
Erie,  working  on  the  Allegheny  Division  for  five  years. 
In  the  summer  of  1887  he  was  promoted  to  engineer, 
and  for  the  ensuing  twelve  years  ran  extra  freight  and 
passenger  between  Hornellsville  and  Salamanca.  .As 
an  engineer  Mr.  Hood  is  classed  as  one  of  the  best  on 
the  division,  and  he  has  many  times  demonstrated  that 
he  possesses  the  greatest  ability  in  handling  trains. 
In  the  fall  of  1885  he  pulled  Second  10  with  engine  815 
from  Salamanca  to  Hornellsville,  a  distance  of  81 
miles,  in  i  hour  and  52  minutes,  making  up  23  min- 
utes. This  was  an  excursion  train  containing  the  hotel- 
keepers  of  New  York,  and  for  his -splendid  run  Mr. 
Hood    received    several    nice    congratulatory      letters. 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


a25 


JKKOME   M.   HUUGHTON. 


OSCAR  HUDSON. 


326 


ERIE    RAILWAY    EDmoN. 


botli  from  liis  superiors  and  from  those  having  charge 
of  the  excursion.  In  February,  1884,  Mr.  Hood  was 
married  to  Miss  Isabel  M.  Shaw,  daughter  of  P.  H. 
Shaw,  a  farmer  of  Allegheny  County.  New  York. 
They  have  one  child,  Mabel  Estella.  a  charming  little 
miss  of  6  years.  Mrs.  Hood  belongs  to  the  Ladies' 
Auxiliary  to  the  B.  of  L.  E..  while  Mr.  Hood  belongs 
to  the  Lodge  No.  331,  I.  O.  O.  F.,  and  Division  47, 
B.  of  L.  E.,  having  been  Journal  Agent  at  this  place 
for  two  terms.  Mr.  Hood  owns  a  pleasant  home  at 
201  Canisteo  Street,  and  is  one  of  Hornellsville's  in- 
fluential   men. 


PATRICK   HORRIGAN, 

Susquehanna.   Pennsylvania. 

Patrick  Horrigan.  who  is  the  oldest  of  a  family  of 
three  children,  was  born  at  Clark  Summit,  Pennsyl- 
vania, December  24,  1857.  His  father,  John  Horrigan. 
who  was  a  railroad  man  employed  in  the  construction 
department  of  the  Erie,  died  when  Patrick  was  but 
4  years  of  age.  As  soon  as  he  was  old  enough  to  work 
he  began  to  turn  his  small  earnings  into  the  fund  for 
the  family's  support.  In  this  way  he  denied  himself 
a  school  education,  but  has  the  satisfaction  of  know- 
ing that  this  denial  on  his  part  helped  his  brothers  to 
secure  their  schooling.  Being  a  bright,  ambitious 
youngster  his  lack  of  chance  to  attend  school  did  not 
keep  him  back,  and  when  his  day's  work  was  done  he 
spent  his  spare  time  in  studying  instead  of  playing 
with  more  fortunate  boys.  In  this  way  he  secured  a 
good  education  and  laid  the  foundation  for  his  use- 
ful and  successful  career — another  example  of  the  truly 
self-made  American.  He  began  his  railroad  life  at  the 
age  of  12  years  as  a  water  boy  for  the  Erie.  His 
marked  industry  and  ambition  was  noticed  by  his  su- 
periors, and  in  a  few  months  he  was  aavanced  to 
wiper.  In  this  capacity  he  served  seven  years,  when 
he  was  advanced  to  fireman.  His  long  career  handling 
engines  in  the  roundhouse  was  useful  to  him  in  this 
position,  and  the  nine  years  he  fired  on  the  Jefiferson 
Division  gave  him  the  enviable  record  of  being  one 
of  the  best  firemen  that  ever  handled  a  shovel  on  the 
division.  He  was  promoted  to  engineer  in  1885,  and 
for  the  past  fourteen  years  has  run  a  freight  engine 
between  Carbondale  and  Susquehanna.  His  work  has 
always  been  of  the  highest  grade,  and  his  popularity 
among  his  brother  engineers  is  as  great  as  the  respect 
accorded  him  by  his  superiors.  October  15,  1879,  he 
was  united  in  marriage  to  Miss  Elizabeth  Lannon. 
daughter  of  Thomas  Lannon,  a  helper  in  the  Erie 
blacksmith  shop  at  Susquehanna.  They  have  six  chil- 
dren, of  whom  Katie,  aged  18.  an  accomplished  young 
lady  is  the   eldest;    John,    17,   is  an   apprentice  in   the 


Erie  machine  shop  at  Susquehanna;  Mary,  14;  Dennis. 
12,  and  Francis  Patrick,  9,  are  attending  Laurel  Hill 
Academy;  while  Joseph,  aged  i  year  and  6  months,  is 
the  especial  pride  of  the  family.  Mrs.  Horrigan  is  a 
member  of  the  L.  C.  B.  A.  of  Susquehanna.  Mr.  Hor- 
rigan owns  a  fine  residence,  and  with  his  family  moves 
in  the  best  society  of  the  city.  He  is  a  member  of  the 
C.  M.  B.  A.  of  Susquehanna,  and  Starrucca  Division, 
No.  137,  B.  of  L.   E. 

GEORGE  H.   HORTON, 

Susquehanna,  Pennsylvania. 

On  November  29,  1856.  George  H.  Horton  was  born 
in  Bradford  County.  Pennsylvania,  and  being  the  son 
of  Elijah  Horton,  a  prominent  farmer  of  that  county, 
he  assisted  on  the  farm  and  attended  school  until  he 
was  18  years  of  age.  In  1872  he  secured  a  situation  as 
boatman  on  the  Lehigh  canal,  and  followed  that  voca- 
tion for  three  years,  when  he  left  for  Texas,  where  he 
remained  three  months.  Returning  east  he  settled  at 
Sayrs.  Pennsylvania,  where  he  worked  three  years  as 
axle  maker  in  the  big  axle  works  there.  From  this 
position  Mr.  Horton  went  to  the  employ  of  the  Erie, 
working  as  helper  in  the  blacksmith  shops  for  one  year, 
when  he  again  went  west,  this  time  to  Dakota.  On  his 
return  he  secured  a  position  as  brakeman  on  the  Dela- 
ware &  Hudson  Railroad,  but  after  eight  months  he 
went  to  Scranton.  where  he  worked  as  a  hammer- 
smith a  short  time,  going  from  there  to  the  Erie  as 
fireman.  Mr.  Horton  fired  from  the  fall  of  1S86  until 
January,  i8go.  when  he  was  promoted  to  engineer  and 
assigned  to  the  freight  service  between  Susquehanna 
and  Hornellsville,  where  he  still  runs.  On  February 
23,  1887,  Mr.  Horton  was  united  in  marriage  to  Miss 
Theresa  Simonson,  daughter  of  Jerome  Simonson  of 
Lackawanna  County,  Pennsylvania.  They  have  an  in- 
teresting family  of  seven  children  of  whom  Robert. 
Lena,  Ernest  and  Jennie  are  attending  school,  while 
Georgia.  Harold  and  the  baby.  aged.  8  montlis,  are 
the  especial  care  of  Mrs.  Horton.  who  is  a  member  of 
Ladies'  Auxiliary  of  B.  of  L.  E.  Mr.  Horton  belongs 
to  Lodge  No.  246.  Red  Men,  of  Susquehanna,  and 
Division  137,  B.  of  L.  E.  He  stands  high  with  the 
coinpany  as  an  engineer  and  is  a  respected  citizen  of 
Susquehanna. 


CHARLES  T.  HOUCK. 
Huntington.   Indiana. 

Charles  T.  Houck,  son  of  John  Houck,  a  marble 
cutter  of  Frederick  City.  Maryland,  was  born  October 
2.   1865.     He  attended  public  school  in  Frederick  City 


AMliRICAX    LOCOMOTIVE    ENGINEERS. 


327 


until  he  was  13  years  of  age.  wlicii  lie  went  to  work 
upon  a  farm.  One  year  at  this  work  convinced  him 
that  he  would  prefer  some  other  vocation,  and  he  then 
accepted  a  position  in  a  cotton  mill  at  Baltimore.  He 
worked  there  three  years,  during  most  of  which  time 
he  was  foreman  over  the  spinners  and  others  of  ih^- 
employes.  In  July,  1883,  he  resigned  his  place  in  the 
cotton  mill  and  accepted  a  position  as  fireman  on  the 
Baltimore  &  Ohio.  For  the  ensuing  seven  years  he 
ran  on  that  road  between  Wheeling,  West  Virginia, 
Chicago  and  other  terminals.  In  1890,  he  left  the  B.  & 
O.  and  accepted  a  similar  position  on  the  Erie,  and  in 
the  fall  of  1896  he  was  rewarded  by  a  highly  merited 
promotion  to  engineer.  Since  that  time  he  has  been 
engaged  in  the  freight  service  between  Gallon  and 
Chicago,  and  as  he  is  a  conscientious,  careful  runner, 
he  is  rapidly  establishing  a  fine  record  as  engineer, 
which  gives  him  a  high  standing  with  the  officials  of 
the  road.  On  April  26.  1885,  he  was  married  to  Miss 
Emma  Helen  Anderson,  daughter  of  Daniel  Anderson, 
a  prominent  lumber  dealer  of  Perry  County,  Ohio. 
They  have  one  child.  Mary  Helen,  a  bright  little  girl 
of  II,  who  is  attending  school.  Mr.  Houck  is  a  mem- 
ber of  Lodge  1006,  Royal  Arcanum,  and  William 
Hugo  Lodge,  No.  166,  B.  of  L.  F,,  of  which  he  was 
Vice-Master  one  term.  Mr.  and  Mrs.  Houck  are  both 
very  socially  inclined  and  take  great  interest  in  the 
social  life  of  Huntington.  They  have  a  host  of  friends 
and  are  highly  respected  by  all  who  know  them. 


JEROME  M.  HOUGHTON, 

Gabon,  Ohio. 

At  the  age  of  I",  Jerome  ^L  Houghton  enlisted  in 
Company  F  of  the  4th  Vermont  Volunteer  Infantry,  in 
September,  1861,  and  the  Union  cause  had  a  no  more 
valiant  defender  than  he.  His  corps  belonged  to  the 
army  of  the  Potomac,  and  during  the  entire  four  years 
of  his  service  he  participated  in  about  thirty  battles, 
many  of  which  were  veritable  fields  of  slaughter.  He 
was  at  Gettysburg,  Antietam,  Second  Bull  Run,  Fred- 
ericksburg, Fair  Oaks,  Wilderness  and  Coldharbor, 
and  while  his  comrades  about  him  fell  from  the  en- 
emy's fire,  he  escaped  without  a  wound.  In  September, 
1864,  he  was  mustered  out  at  Brattleboro,  Vermont, 
and  returned  to  his  home.  His  father  was  Curtis  E. 
Houghton,  a  carpenter  and  builder  of  Putney,  Ver- 
mont, at  which  place  he  was  born  June  16,  1844.  He 
attended  school  until  he  was  9  years  of  age,  and  from 
that  time  until  his  enlistment  worked  as  a  farmer  near 
Putney.  In  the  fall  of  1865  he  went  to  work  as  a  brake- 
man  on  the  Rutland  &  Burlington  Railroad,  remaining 
a  year  and  a  half,  when  he  engaged  in  teaming  at  Put- 
ney for  about  a  year.     In  186S  he  went  to  Staten  Island. 


New  York,  as  car  inspector  for  the  Staten  Island  Rail- 
road, a  position  he  held  a  year,  when  he  was  promoted 
to  fireman,  and  in  August,  1871,  was  further  protnoted 
to  engineer.  He  made  his  first  run  on  a  passenger 
train  from  Tottenville  to  Vanderbilt's  Landing,  and 
remained  with  his  company  until  1875,  when  he  went 
to  Paducah,  Kentucky,  to  accept  a  similar  position 
with  the  Memphis,  Paducah  &  Great  Northern  Rail- 
road. In  1880  he  resigned  to  accept  a  place  with  the 
Cleveland,  Akron  &  Columbus  Railroad,  with  which 
he  remained  three  years,  leaving  there  to  enter  the 
employ  of  the  Erie,  running  out  of  Gallon.  Since  he 
has  been  with  the  Erie,  he  has  run  at  different  times  all 
the  trains  on  his  division,  and  has  exhibited  a  high  de- 
gree of  proficiency  in  his  calling.  He  has  won  tlie  full 
approval  of  his  superiors  and  the  esteem  of  his  fellow 
engineers.  In  February,  1872,  he  was  married  to  Miss 
Susan  Cole,  daughter  of  Abraham  B.  Cole,  an  oyster- 
man  of  Staten  Island.  Three  children  have  been  born 
to  them:  Edward  C.  was  a  railroad  man  .md  met 
his  death  at  the  age  of  21  in  the  yards  at  Lima,  being 
struck  by  a  Cincinnati,  Hamilton  &  Dayton  train; 
Margaret  W.,  aged  22,  educated  in  Ga'ion  High  School, 
is  married  to  William  Maish,  a  railroad  man  of  Gabon; 
Florence  M.,  aged  16,  is  attending  high  school.  .\tr. 
Houghton  is  a  inember  of  B.  of  L.  E.,  Division  No.  16; 
Gallon  Lodge,  No.  215,  I.  O.  O.  F.,  and  Post  No.  143, 
LTnion  Veterans'  League.  He  owns  pleasant  home 
property  at  No.  609  Market  Street,  and  is  a  highly  re- 
spected citizen  of  Gallon. 


WARNER  HOWE, 

Shenango,   Pennsylvania. 

Warner  Howe  was  but  16  years  of  age  when  the 
government  made  its  second  call  for  troops  in  1861. 
and,  fired  by  the  patriotism  that  burned  in  every  manly 
breast  in  those  stirring  times,  he  enlisted  in  the  8tli 
New  York  Volunteer  Infantry  on  July  28,  1861.  He 
served  with  this  regiment  for  one  year,  and  was  then 
transferred  to  the  loth  United  States  Regular  Infantry 
under  General  Hancock.  Mr.  Howe  participated  in 
the  battle  of  Gettysburg  and  many  of  the  other  de- 
cisive contests  between  the  blue  and  the  gray.  He  was 
badly  wounded  at  the  battle  of  Petersburg,  and  did 
not  entirely  recover  for  upwards  of  a  year.  As  soon, 
however,  as  he  was  able  to  shoulder  his  musket,  he  was 
back  in  the  service  and  remained  until  the  end  of  the 
war,  being  mustered  out  at  Washington  in  June.  1866. 
Mr.  Howe  was  born  in  Rochester,  New  York,  April  19, 
1845,  and  is  the  son  of  David  Howe  a  farmer  now  re- 
siding at  Batavia.  New  York.  He  left  school  at  the  age 
of  13  and  engaged  in  the  carriage-building  trade  until 
his  enlistment  in   1861.     After  returning  from  the  war 


328 


ERIE    RAILWAY    EDITION. 


he  was  iinincdiatcly  finployed  by  the  Erie  as  a  shop 
hand  at  Mcadvillc.  In  1867  he  was  advanced  to  fire- 
man, in  which  capacity  he  served  efticiently  for  eleven 
years,  being  proniotcd  to  engineer  in  1878.  For  the 
next  eleven  years  he  ran  an  engine  in  the  freight  ser- 
vice, being  advanced  to  a  passenger  run  in  1889,  since 
which  time  he  has  run  trains  6  and  11  between  She- 
nango  and  Leavittsburg.  Mr.  Howe  was  married  on 
July  3,  1868,  to  Miss  Sarah  B.  Ames,  daughter  of 
David  B.  Ames,  a  farmer  of  Batavia,  New  York. 
Seven  children  have  been  born  to  them,  five  of  whom 
are  dead.  Those  surviving  are  Harry  P.,  aged  29,  a 
fireman  on  the  Erie,  and  Edwin,  aged  14,  who  is  at- 
tending school.  Mr.  Howe  is  a  charter  member  of 
Lodge  No.  4.3,  B.  of  L.  E.,  and  is  also  affiliated  with 
Council  78,  Royal  Arcanum.  He  stands  high  in  the 
esteem  of  his  superiors  on  the  Erie  and  is  a  citizen  of 
integrity  and  worth.  Mr.  Howe  has  experienced  but 
one  wreck  during  his  career,  that  being  caused  by  a 
collision  btween  his  train  and  a  runaway  engine.  He 
was  seriously  hurt,  being  laid  up  seventeen  weeks  on 
account  of  his  injuries. 


GEORGE  IRVING  HOWELL, 

Buffalo,  New  York. 

Amongst  the  positive  characters  of  the  B.  L.  E.  and 
one  whose  judgment  in  matters  of  arbitration,  etc.,  is 
largely  relied  upon  by  his  comrades,  is  George  Irving 
Howell  of  Buffalo.  Born  in  Ossin,  Allegheny  County. 
New  York,  on  December  26,  1850,  he  attended  school 
until  the  age  of  18  years,  securing  a  fundamental  edu- 
cation upon  which  may  be  based  much  of  his  success 
in  his  chosen  calling.  Mr.  Howell  did  not  enter  upon 
railroad  life  immediately  on  leaving  school  but  for 
two  years  and  a  half  he  ran  a  stage  line.  In  1870  he 
entered  upon  his  railroad  career  as  a  brakeman  on  the 
Rochester  Division  of  the  Erie  Railroad  and  he  has 
continued  in  the  employ  of  that  company  ever  since. 
After  braking  for  a  month  he  began  firing  on  April  13, 
1871,  which  he  continued  until  September  i.  1879,  when 
he  was  promoted.  Engineer  Howell,  as  he  was  hence- 
forth known,  ran  extra  at  first,  then  was  assigned  to  a 
passenger  train  between  Buffalo  and  Lockport.  The 
greater  part  of  his  twenty  years'  experience  as  en- 
gineer has  been  put  in  on  freight  engines:  he  is  now 
running  trains  79  and  82  between  Buffalo  and  Hor- 
tiellsville  on  engine  1025,  "Mother  Hubbard"  pattern, 
which  run  he  has  held  for  ten  consecutive  years.  He 
has  been  wonderfully  fortunate  in  never  having  received 
a  personal  injury  notwithstanding  the  fact  that  he  has 
figured  in  several  wrecks  and  collisions.  When  run- 
ning engine  78  Mr.  Howell  drew  all  the  general  offi- 
cers of  the   road  over  his  division,   and  while  on  391 


he  made  a  special  run  taking  the  judges  of  different 
courts  from  Buffalo  to  Hornellsville  to  attend  the 
funeral  of  Judge  White  at  Belmont.  Mr.  Howell  was 
married  October  2-/.  1887,  to  Miss  Carrie  Belle  Al- 
bright of  Lockport,  New  York.  Mrs.  Howell  has 
proved  herself  to  be  a  helpmate  to  her  husband  in  the 
best  and  fullest  acceptation  of  that  word,  and  has  ever 
been  in  full  accord  with  him  in  his  profession.  She 
has  for  some  time  past  been  a  prominent  member  of 
the  Ladies'  Auxiliary  of  the  Brotherhood  of  Loco- 
motive Engineers  and  is  past  president.  Mr.  and  Mrs. 
Howell  may  be  considered  as  patterns  of  domesticity, 
and  by  their  thrift  and  frugality  and  Mr.  Howell's  at- 
tention to  business,  have  been  enabled  to  purchase  a 
handsome  home  at  No.  336  North  Division  Street,  one 
of  the  prettiest  blocks  in  the  neighborhood.  Mrs. 
Howell  is  a  woman  of  undoubted  ambition  and  her 
talent  and  perseverance  have  been  instrumental  attri- 
butes to  her  husband's  success.  Mr.  Howell's  father, 
a  well-known  boniface  of  Western  New  York,  died  last 
March  at  the  advanced  age  of  73;  his  mother  is  still 
alive,  and  her  closing  years  have  been  made  happy  by 
her  son's  devotion.  Mrs.  Howell's  parents  are  both 
living  at  Oak  Orchard,  Orleans  County.  Mr.  How- 
ell has  never  taken  a  prominent  part  in  politics  but  is 
well  known  in  many  societies.  He  is  a  member  of  F. 
&  A.  M.,  No.  331,  and  also  Buffalo  Council.  Royal 
Arcanum,  No.  66.  as  well  as  A.  F.  I.  U..  Council  No. 
■!2i.  of  Buffalo.  On  March  9,  1874,  he  was  initiated  into 
the  B.  of  L.  F..  joining  Erie  Lodge.  No.  2.  at  Hornells- 
ville. the  second  lodge  of  its  kind  in  this  country. 
After  his  promotion  to  the  rank  of  engineer  he  imme- 
diately identified  hiinself  with  the  B.  of  L.  E..  Buffalo 
Division  No.  15,  and  in  that  body  he  has  held  the  office 
of  First  Engineer.  He  is  now  Chairman  of  the  Local 
Board  of  Adjustment  in  conjunction  with  Messrs. 
Knapp  and  Westfelt,  and  is  also  a  member  of  the 
General  Board  of  Adjustment  of  the  B.  of  L.  E.  on  the 
Erie  Railroad.  He  was  also  elected  Delegate  to  the 
third  biennial  convention  of  the  G.  I.  B.  of  the  B.  of 
L.  E.,  held  in  St.  Louis,  May  11,  1898.  Mr.  Howell,  in 
spite  of  his  49  years,  is  a  very  young  looking  man, 
and  at  first  glance  it  seems  a  matter  of  surprise  that  he 
has  attained  such  prominence  in  the  Brotherhood  and 
on  the  road. 


ANGUS  E.  HUBLER. 

Cleveland.   Ohio. 

Angus  E.  Hubler.  a  successful  and  efficient  engineer 
on  the  Alahoning  Division,  was  born  in  Girard,  Ohio, 
October  16,  i860,  and  attended  school  at  Youngstown, 
Ohio,  until  he  was  14  years  of  age.  when  he  went 
to  work  in  a  liottling  works,  but  remained  tliere  only 


AMERICAN'    LOCOMOTIVE    ENGINEERS. 


329 


I.    I.    HUFFMAN. 


WILLI.AM  B.  HUGHES. 


330 


ERIE    RAILWAY    EDITION. 


three  months.  After  leaving  this  place  he  was  out  ot 
work  for  some  time,  but  improved  the  opportunity  for 
further  study.  His  next  position  was  in  Cartwright  & 
McCurdy's  roUing  mills,  where  he  worked  as  a  heater's 
helper  until  July  26,  1880,  when  he  left  to  accept  a  posi- 
tion as  fireman  on  the  Erie.  He  fired  three  and  a  half 
years  on  freight  and  three  months  on  passenger,  being 
promoted  to  engineer  in  May,  1884.  He  was  given  a 
yard  engine  at  Youngstown,  which  he  ran  for  eight 
years,  being  then  advanced  to  road  work  in  the  freight 
service,  at  which  he  still  continues.  Mr.  Hubler  has 
met  with  no  accidents  since  he  began  railroading.  He 
is  considered  a  very  able  runner  and  a  man  of  excel- 
lent judgment.  He  is  a  member  of  Friendship  Lodge, 
No.  329,  B.  of  L.  E.,  and  is  quite  popular  with  his  fel- 
low workmen.  On  October  28,  1884,  Mr.  Hubler  was 
married  to  Miss  Ella  Mulvey  of  Youngstown,  Ohio, 
and  they  have  four  daughters:  Margaret,  aged  13;  Ella. 
II;  Marie,  7,  and  Olive,  6,  all  of  whom  are  attending 
school.  Mr.  Hubler  is  one  of  seven  children,  two  of 
his  brothers  being  employes  of  the  Erie,  Will,  an  en- 
gineer, and  Charles,  a  fireman.  Mr.  Hubler's  father, 
William  Hubler,  was  an  old-time  engineer  of  the  Eric 
and  a  very  popular  and  efficient  employe,  having  be- 
gun his  service  as  a  blacksmith  in  the  roundhouse  at 
Girard.  On  June  21,  1885,  he  met  his  death  in  the 
Literary  Street  Yards  in  Cleveland.  He  had  received 
his  orders  from  the  office,  and  as  he  walked  to  his 
engine  was  reading  the  order,  and  while  thus  engage<l 
was  struck  by  a  switch  engine  and  instantly  killed,  hi' 
head  being  completely  severed  from  his  body.  ]\lrs 
Hubler  has  three  brothers,  all  of  whom  are  railroad 
men,  working  on  the  Pittsburg  &  Western.  John 
Mulvey  is  freight  collector  at  Allegheny,  Thomas  is 
agent  at  the  same  place,  and  Lawrence  is  working  in 
the  freight  house.  Mr.  Hvibler  is  a  citizen  of  great 
worth,  and  owns  some  fine  property  in   Cleveland. 


OSCAR  HUDSON, 
Carbondale,    Pennsylvania. 

It  is  upon  the  efficiency  of  her  employes  that  the 
Erie  bases  her  claim  to  being  one  of  the  foremost 
railroads  of  the  world,  and  when  one  scans  the  list 
of  highly  competent  engineers  the  name  of  Oscar  Hud- 
son is  one  of  those  which  appears  close  up  to  the  top. 
His  father  is  George  Hudson,  foreman  of  the  Hen- 
dricks' Manufacturing  Company  of  Carbondale,  and 
Oscar  was  born  in  Susquehanna  County,  Pennsylvania, 
January  22,  1864.  Diligent  application  to  his  studies 
procured  him  a  good  education  by  the  time  he  was  14 
years  of  age,  and  for  the  next  two  years  he  worked 
on  a  farm.     In  1880,  he  was  employed  in  the  car  repair 


shops  of  the  Erie,  and  after  two  years  he  was  advanced 
to  fireman.  In  this  capacity  he  served  for  the  en- 
suing five  years,  establishing  a  record  of  which  he  has 
occasion  to  be  proud.  He  received  promotion  to  en- 
gineer in  1887,  and  since  that  time  has  run  on  freight 
on  the  Jefferson  Division;  in  fact  his  entire  railroad 
career  has  been  on  this  division.  There  is  perhaps  no 
one  on  the  entire  division  who  is  more  widely  known 
and  generally  respected  than  he,  and  as  a  member  of 
the  B.  of  L.  E.,  Division  468,  he  has  been  honored 
thrice  with  the  office  of  Chief  Engineer,  and  is  the 
present  incumbent  of  that  office.  Mr.  Hudson  was 
united  in  marriage  October  22,  1885,  to  Miss  Jennie 
Andrews,  daughter  of  John  Andrews  of  Jermyn,  Penn- 
sylvania. They  have  one  daughter,  Lena,  a  bright 
young  miss  of  12,  who  is  attending  school.  Mrs.  Hud- 
son is  a  prominent  member  of  the  Auxiliary  Lodge  to 
the  B.  of  L.  E.  and  is  the  insurance  agent  for  that 
order.  Mr.  Hudson  is  also  affiliated  with  the  Sons 
of  Veterans  and  possesses  fine  property  interests  in  the 
city.  Both  he  and  Mrs.  Hudson  are  possessors  of  fine 
social  qualities  and  are  favorites  in  polite  circles  of  the 
city. 


ISAAC  I.  HUFFAIAN, 
Gabon,  Ohio. 

Isaac  I.  Huffman  was  born  September  ir,  1S50,  in 
Hardin  County,  Ohio,  and  attended  school  until  he 
was  16  years  of  age,  when  he  started  farming.  He  fol- 
lowed this  vocation  for  a  number  of  years  leaving  it  to 
take  a  position  as  brakeman  on  the  Erie  in  Decem- 
ber, 1871.  After  six  weeks  at  this  work  he  was  oft'ered 
an  opportunity  to  learn  the  machinist's  trade  and  ac- 
cepted the  place,  remaining  in  it  for  over  two  years. 
In  the  early  part  of  1874  he  returned  to  the  Erie,  and 
after  braking  two  years  was  advanced  to  fireman. 
Then  followed  si.x  years  of  service  in  that  capacity  until 
in  the  fall  of  1882,  when  he  was  promoted  to  engineer, 
since  which  time  he  has  been  in  the  freight  service, 
with  occasional  extra  passenger  duty.  Mr.  Huffman  is 
an  engineer  of  ability  and  judgment,  and  has  many 
times  been  complimented  by  the  officials  for  efficient 
service.  On  July  24,  1889,  Mr.  Huffman  was  in  a 
head-end  collision  at  Creston,  and  was  thrown  through 
the  front  cab  window  to  the  forward  part  of  the  en- 
gine, then  rolling  off  into  the  ditch.  He  was  pulling 
train  No.  8,  and  met  train  No.  87,  which  was  twenty 
minutes  on  his  time.  ]\Ir.  Huffman  was  so  badly  in- 
jured that  he  was  laid  up  nearly  three  months.  In 
October,  1895,  at  Mansfield  Mr.  Huffman  had  his  arm 
dislocated  by  jumping  to  avoid  injury  in  a  collision 
with  a  B.  &  O.  train.  His  caboose  with  all  the  train- 
men  in   it  had  broken   loose,   and   having  no  air  could 


AMKRICAX    LOCOMOXn  E    ENGINEERS. 


331 


WILLIAM    J.    HULL. 


EDWARD    L.    HUMBERGKK. 


332 


ERIE    RAILWAY    EDITION 


not  control  the  train  on  the  down  grade  into  Mans- 
field. i\Ir.  Huffman  averted  a  very  serious  wreck 
about  ten  years  ago  by  seeing  the  reflection  of  a  head- 
light around  the  rock  cut  between  Talmage  and  Kent. 
He  reversed  his  engine,  turned  on  the  sand  and 
stopped  the  train  in  time  to  avert  a  collision.  He  had 
received  orders  to  meet  the  other  train  at  Talmage, 
but  it  had  received  no  orders  to  wait  for  him.  He  met 
another  train  the  same  night  near  Talmage  and  avoid- 
ed a  collision  in  the  same  manner.  Mr.  Huffman  is  a 
widower.  He  is  firmly  in  love  with  his  calling.  He  is 
a  highly  respected  citizen  of  Gallon,  owns  a  nice  farm 
in  Morrow  County,  and  is  a  member  of  B.  of  L.  E., 
Division  i6,  and  Galion  Lodge,  No.  215,  I.  O.  O.  U. 


54,  of  Port  Jervis,  and  is  a  firm  supporter  of  the  fellow- 
ship and  principles  of  these  orders.  With  his  asso- 
ciates and  acquaintances  Mr.  Hughes  stands  very  high, 
and  his  superiors  place  great  confidence  in  him. 


J.  J.  HUGHES. 

Elmira,   New  York. 

A  popular  young  man  of  Elmira  is  J.  J.  Hughes,  son 
of  Ex-Alderman  Hughes.  He  was  born  in  this  city 
on  September  15,  1867,  and  after  receiving  a  common 
school  education  went  to  work  in  the  Erie  shops  when 
he  was  16  years  of  age.  Four  years  later  he  com- 
menced firing  on  the  Susquehanna  Division,  and  in 
1891  was  promoted  to  engineer,  in  which  capacity  he 
has  proven  himself  fully  worthy  this  important  and 
trustworthy  position.  Mr.  Hughes  is  a  member  of 
Lodge  No.  242,  B.  of  L.  E.,  of  Elmira,  and  is  an  earn- 
est advocate  of  the  principles  of  the  order. 


WILLIAM   B.  HUGHES, 
Newburgh,   New  York. 

The  subject  of  this  sketch  was  born  in  Manchester. 
England,  in  September,  1861,  and  is  the  son  of  Hugh 
Hughes,  who  still  resides  in  that  city.  Mr.  Hughes 
left  school  at  the  age  of  12  and  immediately  entered 
the  machine  shop  of  the  London  &  Northwestern 
Railroad  as  a  machinist's  apprentice  and  helper.  He 
served  at  this  trade  a  rigid  apprenticeship  of  four 
years,  and  at  the  age  of  16,  being  a  full-fledged  ma- 
chinist, he  was  advanced  to  the  position  of  wiper.  For 
seven  years  he  worked  in  that  capacity  on  the  L.  & 
N.  W.,  and  then  becoming  dissatisfied  he  decided  to  try 
his  fortunes  across  the  sea.  Accordingly  in  1883  he 
came  to  the  United  States,  and  very  soon  after  land- 
ing secured  a  position  as  fireman  on  the  Erie.  For  the 
next  five  years  he  fired  on  the  New  York  Division,  be- 
ing promoted  to  engineer  in  1888.  He  is  regarded  as 
one  of  the  most  competent  men  pulling  freight  over 
the  eastern  end  of  the  road.  He  belongs  to  Deerpark 
Lodge,  No.  I,  B.  of  L.  F..  and  B.  of  L.  E.,  Lodge  No. 


WILLIAM  HUGHES, 

Buffalo,  New  York. 

William  Hughes  was  born  in  Buffalo,  New  York, 
Janaury  14,  i860,  and  was  the  son  of  Domic  Hughes, 
a  laborer  of  that  city,  now  deceased.  The  young  man 
had  the  advantage  of  a  good  education,  having  at- 
tended school  until  he  was  18  years  of  age.  In  the 
summer  of  i8"8  he  went  to  work  on  the  Erie  as  a  water 
boy,  and  after  one  season  in  this  capacity  accepted  a 
position  on  a  section  of  the  Buffalo  Division,  going 
from  this  to  the  Buffalo  yards  where  he  worked  as  a 
car  repairer  for  five  years.  In  1882  he  was  advanced  tc 
fireman,  and  after  seven  years  of  efficient  service  he 
was  promoted  to  engineer  in  the  summer  of  1889.  Since 
that  time  he  has  run  a  switch  engine  in  the  Buffalo 
yards,  and  is  everywhere  regarded  as  an  engineer  who 
is  competent  and  faithful.  He  is  a  member  of  Di- 
vision 15.  B.  of  L.  E.,  a  bachelor,  and  popular  among 
his   many   acquaintances. 


WILLIAM  J.  HULL, 
Susquehanna,  Pennsylvania. 

The  successful  career  of  William  J.  Hull  outlines  a 
course  through  life  that  any  young  engineer  would  do 
well  to  emulate,  should  he  have  ambition  to  reach  the 
top  of  his  calling.  Mr.  Hull  was  born  April  11,  1832, 
in  Ackworth,  New  Hampshire,  his  father,  E.  T.  Hull, 
being  a  pioneer  farmer  of  Sullivan  County.  The  young 
man  assisted  on  the  farm  and  attended  the  district 
school  until  he  was  18  years  of  age,  when  he  secured  a 
position  as  car  driver  with  a  construction  crew  working 
on  the  Sullivan  County  Railroad.  After  three  months 
he  entered  the  employ  of  the  Chapman  &  Belknap 
Company,  as  fireman  on  a  steam  shovel;  seven  months 
later  he  was  promoted  to  engineer  and  remained  in 
that  place  until  July.  1850,  when  he  resigned  to  accept 
a  place  as  fireman  on  the  St.  Lawrence  &  Atlantic 
Railroad.  His  knowledge  of  engines  and  machinery 
won  him  promotion  to  engineer  one  year  later,  in 
July,  1851.  He  ran  three  years  on  this  road — one  year 
on  freight  and  two  on  passenger — resigning  to  go  to 
the  Buffalo.  Frankfort  &  Goodridge  Railroad.  He 
was  with  this  company  but  seven  months,  accepting 
an  offer  from  the  Erie  in  1855.  He  ran  freight  two 
years  between  Susquehanna  and  Port  Jervis,  and  then 
was  advanced  to  a  passenger  run  which  ho  held  until 


AMERICAN    LOCOMOTIVE    ENGINEERS, 


233 


WALLACE   HYATT. 


Al.'GrSTl'S    IHLIOFKI.UT. 


334 


ERIE    RAILWAY    EDITION. 


1871.  His  superior  ability  was  then  recognized  by 
the  company  with  an  appointment  as  Assistant  Engine 
Dispatcher,  and  a  year  later  he  was  given  the  position 
of  Engine  Dispatcher.  Mr.  Hull's  work  was  once 
more  rewarded  in  promotion  to  Road  Foreman,  a  posi- 
tion he  held  from  1874  to  1882.  when  on  his  own  re- 
quest he  was  allowed  to  return  to  regular  road  work, 
and  after  a  year  running  freight  between  Susque- 
hanna and  Deposit  he  was  given  a  pusher  between 
Susquehanna  and  Gulf  Summit,  which  he  has  run  ever 
since.  A  more  popular  engineer  could  not  be  found  if 
a  canvass  was  made  along  the  entire  line,  and  as  a 
member  of  Division  No.  137,  B.  of  L.  E.  Mr.  Hull 
has  gained  great  prominence.  He  was  organizer  of 
this  division  and  for  thirteen  years  its  chief,  and  while 
holding  that  position  organized  the  Great  Bend. 
Oneinta,  Carbondale  and  Binghamton  Divisions.  He 
is  also  affiliated  with  Lodge  No.  453,  K.  of  P.  On 
February  14,  1856.  he  was  united  in  marriage  to  Miss 
Emily  Bliss,  daughter  of  Azro  Bliss,  a  bridge  car- 
penter on  the  St.  Lawrence  &  .Atlantic.  Five  children 
have  been  born  to  them:  William  F.  is  a  machinist  in 
the  Brooklyn  Navy  Yards;  Charles  H.  is  a  machinist 
in  the  employ  of  the  Erie;  Minnie  E.,  married  and 
lives  in  Chicago;  Addie,  married  and  lives  in  Florence, 
Colorado,  and  Emma  C,  one  of  Susquehanna's  belles, 
who  resides  with  her  parents.  Mrs.  Hull  is  a  member 
of  the  Ladies'  Auxiliary,  B.  of  L.  E.,  and  is  prominent 
in  its  affairs.  Mr.  Hull  is  a  property  owner  and  one  of 
Susquehanna's  most  substantial  and  reliable  citizens. 


EDWARD    L.    HUMBERGER, 

Gabon,  Ohio. 

Edward  L.  Humberger  was  born  in  jMassillon,  Ohio, 
3,Iay  13.  1849.  He  attended  school  until  he  was  16 
years  of  age,  when  having  secured  a  good  common 
school  education  he  started  in  to  learn  the  machinist 
trade  on  the  Lake  Shore  &  Michigan  Southern  Rail- 
road. From  1871  to  1873  he  was  foreman  of  a  ma- 
chine shop  at  Fulton,  Ohio,  and  after  leaving  Fulton 
went  to  work  for  Russell  &  Company,  at  Massillon, 
where  he  remained  until  1877,  when  he  went  to  work 
for  the  Pennsylvania  Company  at  Crestline,  Ohio,  as 
machinist  and  fireman.  In  1880  he  went  to  Bucyrus, 
Ohio,  and  entered  the  employ  of  the  Toledo  &  Ohio 
Central  as  a  machinist,  and  he  remained  there  until 
the  spring  of  1883  when  he  moved  to  Gabon  and  se- 
cured a  situation  as  fireman  on  the  New  Y'ork.  Penn- 
sylvania &  Ohio.  He  fired  four  years  and  then  was 
promoted  to  an  engine,  and  has  been  in  the  through 
freight  service  ever  since,  now  running  on  Cincinnati 
Division,  east.  He  has  never  had  an  accident  of  any 
kind,   and   is   regarded   as   a   first-class   engineer.      On 


one  occasion  he  made  a  run  with  thirty-three  cars  of 
stock  from  Huntington  to  Gabon,  a  distance  of  150 
miles,  with  compound  engine  No.  991,  in  four  hours 
and  thirty  minutes  including  five  stops.  This  record 
has  never  been  equaled.  He  was  married  in  December, 
1873,  to  Miss  Mary  E.  Gleaner  of  Wooster.  They  had 
one  child,  Edith  O..  aged  24,  who  graduated  from  the 
public  school  at  Massillon  and  is  now  a  bookkeeper 
and  stenographer.  Mrs.  Humberger  died  September  2, 
1877,  and  on  November  13,  1879,  Mr.  Humberger  was 
united  in  marriage  to  Miss  Ethalinda  Hassinger.  They 
have  two  children:  Frank  L.,  aged  15,  and  Gaylord 
R.,  12,  who  are  both  attending  school.  Mr.  Hum- 
berger owns  nice  home  property  in  Gallon  and  has  a 
large  circle  of  friends.  He  is  a  member  of  B.  of  L.  E.. 
Division  No.  16,  and  as  a  delegate  attended  the  last 
national  convention  of  the  Brotherhood  at  St.  Louis. 


FRANK  HUSTON, 

Gabon.  Ohio. 

On  August  27,  1867,  Frank  Huston  was  born  in 
Delaware  County,  Ohio,  being  the  son  of  William  Hus- 
ton, a  farmer  of  that  county.  He  left  school  at  the  age 
of  16  and  devoted  the  following  year  to  farming,  but, 
becoming  tired  of  that  vocation,  he  next  turned  his  at- 
tention to  the  railroad,  working  as  a  section  hand  on 
the  New  York,  Pennsylvania  &  Ohio  for  six  months. 
At  the  end  of  that  time  he  secured  a  position  as 
brakeman  for  the  same  company,  in  which  capacity 
he  served  for  a  period  of  two  years  and  a  half.  In 
1887  he  was  advanced  to  fireman  and  ran  on  freight  for 
three  years,  being  then  assigned  to  passenger,  remain- 
ing in  that  branch  of  the  service  until  January,  1899, 
when  he  was  promoted  to  engineer.  The  first  engine 
he  ran  was  the  149  to  Marion,  Ohio,  and  return,  and 
since  then  he  has  run  extra  in  the  freight  service,  mak- 
ing different  terminals  out  of  Gabon.  His  record  as 
a  fireman  was  of  the  very  highest,  and  since  his  pro- 
motion his  running  has  given  indications  that  he  is  one 
of  the  coming  engineers  of  his  division.  On  January 
20,  1892,  Mr.  Huston  was  married  to  Miss  Nellie  Red- 
mond, daughter  of  Michael  Redinond,  an  employe  of 
the  Erie  at  Osborn,  Ohio.  They  have  two  charming 
children,  Alary  M.,  aged  5.  and  Katherine  T.,  aged  2. 
Mr.  Huston  is  a  member  of  Lodge  No.  107,  B.  of  L. 
F.,  and  owns  a  nice  residence  at  652  South  Boston 
Street,  where  he  and  his  family  are  surrounded  by  an 
admiring  circle  of  acquaintances  and  friends. 


WALLACE  HYATT, 
Carbondale.    Pennsylvania. 
Wall;ice  Hyatt  began  his  railroad  career  at  the  bot- 
tom of  the  la<lder.  and  has  won  his  several  advances  on 


AMERICAN    LOCOMOTU'E    ENGINEERS. 


335 


^IH 

1^^ 

..-.■ 

J.    GILBERT  JOrt.NSON. 


JOSEPH   \V.   JOHNSON. 


336 


ERIE    RAILWAY    EDITION. 


the  merit  of  work  well  and  faithfully  done.  The  son 
of  Perry  Y.  C.  Hyatt,  a  pioneer  farmer  of  Tioga 
County,  New  York,  he  was  born  in  Waverly,  that  state, 
February  li,  1841.  He  left  school  at  the  age  of  12 
years,  and  for  the  next  five  years  worked  on  a  farm 
and  at  various  other  occupations.  In  1870  he  accepted 
a  position  as  engine  wiper  on  the  Lehigh  Valley  Rail- 
road, with  which  company  he  worked  eight  months, 
and  in  that  time  familiarized  himself  with  the  intricate 
machinery  of  locomotives.  In  October,  1870,  he  was 
given  a  position  as  fireman  on  the  Erie,  and  for  the 
next  eight  years  he  ran  in  that  capacity  between  Port 
Jervis  and  Susquehanna.  In  1878,  he  was  given  a  mer- 
ited promotion  to  engineer,  and  with  the  exception  of  a 
few  trips  he  has  run  continuously  on  the  Jefferson  Di- 
vision, a  record  of  over  twenty  years.  Mr.  Hyatt  is  a 
highly  popular  man  as  well  as  one  of  the  most  effi- 
cient engineers  that  pull  freight  between  Carbondale 
and  Susquehanna.  On  December  31,  1873,  he  was 
united  in  marriage  to  Miss  Mary  L.  Gibson,  daughter 
of  Edward  Gibson,  a  farmer  of  Tompkins  County,  New 
York.  They  have  a  charming  family  of  four  girls: 
Anna  M.,  21:  Jennie,  17,  and  Lela,  15,  who  are  favor- 
ites in  Carbondale  society,  and  Lillian,  who  is  attending 
school.  Mrs.  Hyatt  is  a  member  of  Auxiliary  Lodge 
of  B.  of  L.  E..  and  prominent  in  the  work.  Mr.  Hyatt 
has  been  Second  Assistant  Chief  Engineer  of  B.  of  L. 
E..  Division  468,  for  four  terms  and  was  Delegate  to 
the  St.  Louis  convention.  He  owns  fine  residence 
property  and  is  a  highly  respected  resident  of  the  city. 


F.  &  A.  M.,  and  is  First  .\ssistant  Engineer  of  G.  W. 
West  Division  No.  468,  B.  of  L.  E.  He  owns  a  fine  piece 
of  property  in  the  city  and  is  a  highly  respected  citizen, 
being  a  leader  among  men.  who  is  respected  for  his 
upright  character  and  fine  sense  of  honor. 


AUGUSTUS  IHLEFELDT, 

Carbondale,    Pennsylvania. 

Augustus  Ihlefeldt  is  a  native  of  Germany,  having 
been  born  in  that  country  February  14,  1864.  His  fath- 
er. Heinbert  Benjamin  Ihlefeldt,  was  a  merchant  in 
his  native  town,  and  after  securing  a  good  education 
the  young  man  worked  in  his  father's  store  until  he  was 
17  years  of  age,  when  he  came  to  America.  He  farmed 
in  the  vicinity  of  Carbondale  for  two  years  and  then 
was  given  a  position  in  the  car  building  department 
of  the  Erie  at  Carbondale.  Eight  months  later  he  was 
advanced  to  fireman,  and  for  the  ensuing  five  years 
worked  in  that  capacity  on  the  JefTerson  Division.  On 
August  I,  1888,  he  was  promoted  to  engineer,  since 
which  time  he  has  been  running  continuously  in  the 
freight  service  and  has  established  a  fine  reputation  as 
to  ability  and  attention  to  his  work.  November  8,  1888. 
he  was  united  in  marriage  to  Miss  Dora  Bruning, 
daughter  of  William  .A.  Bruning,  a  baker  of  Carbon- 
dale. and  two  children  have  been  born  to  them,  Wal- 
ter, aged  6  years,  and  Robert,  18  months  old.  Mr. 
Ihlefeldt  is  a  member  of  Carbondale   Lodge  No.   249. 


JOHN    W.   JACOBS, 

Buffalo,  New  York. 

John  W.  Jacobs  was  born  in  the  town  of  Wheatfield, 
Niagara  County,  New  York,  on  October  27,  1850,  be- 
ing the  son  of  Erastus  B.  Jacobs,  a  railroad  man  all  oi 
his  life  in  the  employ  of  the  New  York  Central.  On 
leaving  school  Mr.  Jacobs  very  naturally  took  to  the 
railroad  to  earn  his  living,  and  being  quite  young  he 
accepted  a  position  as  water  boy  on  the  old  State  Line 
Road,  now  the  Lake  Shore.  From  this  position  he 
was  advanced  to  switchman  and  then  to  a  place  in  the 
shops  of  the  same  road.  In  1869  he  was  given  a  posi- 
tion as  fireman  and  served  in  this  capacity  three  years, 
in  the  meantime  running  as  extra  engineer.  In  1872 
he  resigned  and  entered  the  employ  of  the  Erie.  For 
the  first  five  months  he  worked  in  the  Erie  shops  at 
Buffalo  as  engine  inspector,  and  then  went  on  the  road 
as  fireman.  Seven  years  later,  in  1879,  he  was  promot- 
ed to  engineer,  and  ran  from  1879  to  1886  on  the  road, 
and  since  then  has  run  a  day  switch  engine  in  the 
Butifalo  yards.  In  1872  Mr.  Jacobs  was  married  to 
Miss  Annie  M.  Ross,  who  died  in  January,  1894,  and 
was  buried  at  Buffalo.  In  .\pril,  1895.  Mr.  Jacobs  was 
united  in  marriage  to  Miss  Grace  E.  Bond,  daughter 
of  Martin  W.  Bond,  a  lake  man  of  Bufifalo.  Mr. 
Jacobs  belongs  to  Lodge  No.  241,  B.  of  L.  F.;  Lodge 
No.  238,  I.  O.  O.  F.;  the  Rebekah,  of  I.  O.  O.  F.,  and 
the  Foresters  of  Bufifalo.  Mrs.  Jacobs  belongs  to  the 
Royal  Templars  of  Temperance  of  Bufifalo  and  the  Re- 
bekah of  I.  O.  O.  F.  They  reside  in  their  own  home 
at  123  Sage  Avenue,  and  are  highly  esteemed  by  all 
who  have  the  good  fortune  to  know  them. 


ALFRED  B.  JAGGERS. 
Port  Jervis.  New  York. 

In  the  beautiful  city  of  Port  Jervis.  with  its  many 
happy  and  prosperous  homes,  there  is  none  that  sur- 
passes in  comfort  and  happiness  the  home  of  .\lfred  B. 
Jaggers,  one  of  the  Erie's  rising  young  engineers.  Mr. 
Jaggers  was  born  in  Pike  County,  Pennsylvania,  on 
March  12,  1851,  and  is  the  son  of  John  L.  Jaggers,  a 
substantial  farmer  01  that  prosperous  county.  He  at- 
tended the  public  schools  until  he  was  17  years  of  age, 
and  then  for  the  ensuing  two  years  devoted  his  atten- 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


T.n 


W.   A.  JOIINSOX. 


GEORGE  W.  JONES. 


S38 


ERIE    RAILWAY    EDITION. 


tiou  to  liis  father's  farm.  In  the  spring  of  1880  he 
turned  his  back  on  the  farm  and  started  forth  to  make 
liis  way  in  the  world.  Securing  a  position  as  brakeman 
witli  the  Delaware  &  Hudson  Company,  he  put  in  five 
years  mastering  the  duties  that  fall  to  the  lot  of  that 
avocation.  He  then  entered  the  shops  of  the  D.  &  H., 
and  for  one  year  worked  as  blacksmith.  While  thus 
engaged  he  became  more  intimately  acquainted  with 
the  "iron  horse"  of  commerce,  and  decided  to  become 
the  master  of  one.  In  1886  he  secured  a  place  as  fire- 
man on  the  Erie,  and  for  four  years  ran  on  the  New 
York  Division.  A  thorough,  competent  workman,  his 
devotion  to  duty  brought  reward,  and  in  1890  he  was 
promoted  to  engineer;  since  which  time  he  has  been  in 
the  freight  service  between  Port  Jervis  and  Jersey  City. 
Being  an  excellent  fireman,  it  is  but  natural  that  he  has 
developed  into  a  good  engineer,  and  has  earned  the 
respect  of  his  fellow  employes  and  superiors.  On  No- 
vember 24,  1879,  Mr.  Jaggers  was  married  to  Miss  Liz- 
zie Trucsbell,  daughter  of  James  Truesbell,  a  farmer 
near  Carbondale,  Pennsylvania.  They  have  four 
charming  children,  of  whom  Nellie,  Maude  and  May 
are  attending  school,  while  Lois  is  the  pet  and  baby  of 
the  family,  Mr.  Jaggers  belongs  to  Port  Jervis  Lodge, 
No.  54,  B.  of  L.  E.,  and  takes  great  interest  in  the 
affairs  of  that  order. 


that  it  is  only  a  matter  of  time  wlien  he  will  be  known 
and  recognized  as  one  of  the  licst  engineers  on  the 
Erie. 


AUGUSTUS  H.  JOHNSON, 
Rochester,   New   York. 

Augustus  H.  Johnson  was  born  in  Rochester,  New 
Y'ork,  March  20,  1865,  being  the  son  of  Edward  .'\. 
Johnson,  an  Erie  engineer.  Mr.  Johnson  secured  a 
good  education,  and  with  the  intention  of  becoming  a 
disciple  of  Rlackstone.  he  took  service  with  a  lawyer 
of  Rochester,  for  whom  he  acted  as  clerk  for  two  years, 
in  the  meantime  making  rapid  advancement  in  his 
study  of  the  law.  However  hard  Mr.  Johnson  tried,  he 
could  not  still  the  yearning  within  him  to  engage  in 
railroad  work,  and  at  last  the  law  o.'fice  became  a 
prison  to  him  and  the  science  of  law  lost  its  interest. 
In  the  summer  of  1882  he  took  service  with  the  Erie 
as  a  call-boy  for  engine  crews,  and  in  1884  was  ad- 
vanced to  fireman.  His  heart  being  in  the  work,  he 
applied  himself  industriously,  and  after  firing  freight 
one  year  and  passenger  two  years,  he  was  promoted 
to  engineer  in  the  fall  of  1887,  and  is  now  running  fast 
freight  between  Rochester  and  Corning,  and  for  the 
past  seven  years  has  been  called  for  extra  passenger 
service.  Mr.  Johnson  is  unmarried  and  is  a  general 
favorite  with  all  his  acquaintances.  He  is  a  painstaking 
and  enicient  engineer,  and  his  past  record,  coupled 
with  his  known  ability,  justifies  his  friends  in  predicting 


EDWARD   A.   JOHNSON, 

Rochester,   New   York. 

Edward  A.  Johnson  was  born  in  Bethany,  Genesee 
County,  New  York,  on  September  ig,  1837,  being  the 
son  of  George  H.  Johnson,  a  clerk  in  the  Rochester 
postoffice.  After  leaving  school  Mr.  Johnson  engaged 
in  boating  on  the  Erie  Canal,  and  after  two  years  he 
went  to  work  on  the  rejjair  boat,  where  two  years 
later  he  was  advanced  to  superintendent  of  construc- 
tion, a  position  he  held  for  the  same  length  of  time. 
He  resigned  in  1856  and  went  to  Canandaigua,  New 
York,  where  he  engaged  in  agricultural  pursuits  for  a 
year,  entering  the  employ  of  the  Erie  in  1857  as  an 
engine  watchman  in  the  Rochester  shops.  In  1859  he 
was  advanced  to  fireman  and  ran  on  the  Rochester 
Division  for  a  period  of  three  years,  being  promoted 
to  engineer  in  the  winter  of  1861.  He  ran  freight, 
gravel  and  local  trains  until  1875,  when  he  was  given 
a  passenger  run,  being  now  on  passenger  between  Mt. 
Morris  and  Rochester.  On  July  4,  1857,  Mr.  Johnson 
was  married  to  ]\Iiss  Francis  Lowery,  of  Rochester, 
who  died  in  that  city  in  1884.  Two  children  were  born 
to  them,  Augustus  H.  Johnson,  an  engineer  in  the  em- 
ploy of  the  Erie,  and  Lillian,  who  is  the  wife  of  Charles 
Baldwin,  a  stock-broker  of  New  York  City.  On  No- 
vember I.  1890,  Mr.  Johnson  was  married  to  Miss  Ellen 
Storing,  daughter  of  Thomas  Storing,  a  railroad  man. 
Mr.  Johnson  is  a  member  of  Yonnondio  Lodge,  No. 
163,  F.  &  A.  M.,  of  Rochester.  He  is  a  man  of  ster- 
ling qualities,  and  the  forty-two  years  he  has  been  with 
the  Erie  Company  speak  volumes  regarding  his  ability. 


J.  GILBERT  JOHNSON, 

Bradford,  Pennsylvania. 

J.  Gilbert  Johnson,  son  of  L.  A.  Johnson,  was  born 
in  Jamestown.  New  York,  August  31,  1857,  and  se- 
cured his  education  in  the  public  schools  of  that  place. 
At  an  early  age  he  began  to  look  out  for  himself,  and 
his  first  employment  was  as  a  wood  worker,  learning 
the  trade  of  turner  and  bender.  After  working  at  this 
some  years  he  commenced  braking  on  the  Buffalo  & 
Jamestown,  now  the  Southwestern  Branch  of  the 
Erie.  He  was  then  about  18  years  of  age,  and  retained 
this  place  until  July.  1882,  when  he  was  given  a  posi- 
tion as  fireman  on  what  is  now  the  Allegheny  Division 
of  the  Erie,  where  he  worked  in  that  capacity  for  the 
next  four  years.     In  March,  1886,  his  general  efficiency 


AMERICAN    LOCOMOTIVE    ENGIXEERS. 


339 


was  rewarded  by  a  promotion  to  engineer,  and  he  was 
assigned  to  a  run  on  tlie  Bradford  Branch,  now  the 
Bradford  Division,  where  he  is  still  running  from 
Bradford  to  Buffalo.  Mr.  Johnson  is  considered  one 
of  the  best  freight  engineers  on  the  division,  and  has 
the  esteem  of  his  fellow  engineers  and  superiors.  He 
was  united  in  marriage  in  January,  l8S6,  to  Miss  Fleta 
Harmon,  of  Tonawanda,  New  York,  daughter  of  Wil- 
liam Harmon,  deceased,  of  Harrison,  state  of  Maine. 
They  have  an  interesting  family  of  four  children,  three 
boys  and  one  girl,  two  of  whom  are  attending  school. 
Mr.  Johnson  is  a  member  of  the  Bradford  Division, 
No.  280,  B.  of  I..  E.,  and  is  a  highly  respected  citi- 
zen of  Bradford. 


JOSEPH   \V.  JOHNSON, 
Paterson,    New  Jersey. 

.\niong  the  veterans  of  the  Erie  system  not  one  is 
better  known  than  Joseph  W.  Johnson,  now  and  for 
more  than  ten  years  road  foreman  of  engines  on  the 
New  York  Division.  Born  in  Piermont,  New  York, 
in  1S44,  Mr.  Johnson  attended  school  up  to  the  age  of 
17,  and  then,  in  that  momentous  year,  1861,  enrolled 
himself  among  "Uncle  Sam's  boys,"  enlisting  on  No- 
vember 16,  in  Colonel  E.  W.  Serrell's  regiment,  the 
1st  New  York  Engineers.  When  asked  for  his  story 
of  war  experiences,  he  says — like  the  knife-grinder — 
"Story!  God  bless  you,  I  have  none  to  tell,  sir!" 
That  the  facts  do  not  bear  out  his  assertion.  let  the  fol- 
lowing record  attest:  Going  with  his  regiment  from 
New  York  to  Hilton  Head,  South  Carolina,  he  was 
with  the  first  James  Island  expedition;  was  at  Fort 
Pulaski;  then  with  the  second  James  Island  expedi- 
tion, and  was  at  the  siege  of  Fort  Wagner,  at  which 
place  he  led  the  "flying  sap"  and  was  first  on  the  ram- 
parts, planting  there  a  Union  flag  which  he  had  car- 
ried with  him  for  just  that  purpose — a  purpose  carried 
out  with  a  determination  then  and  always  character- 
istic of  the  man.  Mr.  Johnson  helped  build  the  fa- 
mous "Swamp  Angel''  at  the  siege  of  Charleston,  and 
helped  mount  the  great  Parrott  gun,  designed  to 
throw  a  300-pound  shot,  but  which  at  the  first  or  sec- 
ond discharge  burst,  one  foot  from  the  muzzle.  He 
stood  at  the  side  of  General  Q.  A.  Gilmore  when  he 
fired  the  first  shot  of  Fort  Gregg,  and  on  the  second 
James  Island  expedition  was  coxswain  to  General  Al- 
fred H.  Terry.  On  the  latter  occasion  he  was  de- 
tailed as  corporal  in  command  of  the  rear  guard  of 
twelve  men  to  tear  up  the  bridge  behind  the  retreat- 
ing troops,  a  duty  performed  just  in  time  to  check 
the   enemy's   advance,   and   necessitating  a  withdrawal 


along  a  path  two  miles  long  and  made  of  only  two 
planks,  and  under  a  hot  fire  the  entire  distance.  On 
his  return  with  his  men  General  Terry  was  greatly 
surprised,  as  the  detail  was  looked  upon  as  sure  to  be 
lost.  Mr.  Johnson  saw  further  and  very  active  service 
at  Pocotaligo,  John's  Island,  Olustce  and  along  the 
Edisto,  but  in  spite  of  all  the  "battles,  sieges,  for- 
tunes he  has  passed,"  escaped  without  wounds,  though 
more  than  once  having  a  "close  call."  He  was  never 
in  hospital,  and  is  not  on  the  pension  list.  Mr.  John- 
son's first  railroad  service  was  as  fireman  on  the 
Florida  &  Gulf  Railroad,  then  in  government  hands. 
Returning  from  the  war,  he  fired  on  the  Northern 
Railroad  of  New  Jersey  from  April,  1865.  for  a  year, 
half  of  the  time  on  freight  and  half  on  passenger. 
Promoted  to  engineer  in  April.  1866,  he  remained  with 
the  company  after  its  acquisition  by  the  Erie  in  1868 
until  October,  1882.  running  the  "Horn"  train  and 
the  stock — at  that  time  considered  the  best  run  of  the 
division — for  eight  years,  from  1868  to  1876.  From 
the  latter  date  until  November,  1886,  he  was  in  the 
employ  of  the  West  Shore  Railroad.  Coming  back 
to  the  Erie  in  1887,  he  was,  in  February  of  that  year, 
made  engine  dispatcher,  this  step  being  followed  by 
his  appointment  in  December,  1888,  as  road  foreman 
of  engines,  which  position  he  still  holds.  During  his 
career  on  the  road  Mr.  Johnson  has  been  in  two  rear- 
end  collisions,  in  each  case  being  on  the  engine 
which  did  the  colliding,  so  he  says,  but  in  neither  case 
was  any  one  hurt.  Once  his  engine  was  overturned 
while  his  mother  was  looking  on.  she  knowing  at  the 
time  that  it  was  his  engine,  but  barring  slight  bruises 
he  was  unhurt.  But  the  one  thing  that  makes  Mr. 
Johnson  "nearer  to  Erie's  heart,"  perhaps,  than  any 
other,  is  the  fact  that  he  was  the  father  of  the  Erie 
Engineers'  World's  Fair  engine  project,  elsewhere  so 
fully  gone  into  that  we  omit  details  here,  using  our 
remaining  space  to  add  that  Mr.  Johnson,  after  being 
twice  Chief  Engineer  of  Division  54,  B.  of  L.  E.,  at 
Port  Jervis,  and  delegate  to  Atlanta  and  New  York, 
is  now  an  honorary  member  of  Division  135,  Jersey 
City;  is  also  a  Mason,  belonging  to  De  Witt  Clinton 
Lodge  No.  40  of  Frankfort,  New  York;  is  First  Vice- 
President  of  the  Railroad  Brotherhood's  Savings  and 
Building  Association  of  New  York,  and  during  the 
'96  campaign  was  First  Vice-President  of  the  Sound 
Money  Club  at  Paterson,  New  Jersey,  where  he  now 
resides.  Mr.  Johnson  was  married  at  Middlelowa, 
New  York,  July  26,  1862,  to  Miss  Mary  L.  CoUignon. 
Their  only  son,  Stephen  A.,  died  wdien  an  infant.  All 
their  friends  hope  to  see  their  golden  wedding,  "and 
then  some,"  and  surely  no  one  looking  at  Mr.  John- 
son's hale  and  hearty  personality  but  would  say  time 
has  touched  him  lightly.     May  it  always  do  so! 


340 


ERIE    RAILWAY    EDITION. 


SAMUEL  JOHNSON, 

Newburgh,  New  York. 

Samuel  Jolinson  was  born  in  Piermont,  New  York, 
March  29,  1848,  just  about  the  time  the  first  Erie 
train  was  run  on  the  completed  section  of  road  ending 
at  that  point.  His  father  is  William  Johnson,  a  wheel- 
wright and  carriage  maker,  who  still  resides  at  Pier- 
mont. Mr.  Johnson  secured  a  good  common  school 
education  and  at  the  age  of  17  commenced  to  learn 
the  carpenter's  trade,  working  at  it  for  a  period  of 
three  years.  In  the  fall  of  1872  he  accepted  a  position 
as  fireman  on  the  Erie,  and  thus  entered  upon  a  ca- 
reer that  has  been  highly  successful  and  satisfactory 
to  him.  For  three  months  he  fired  a  switch  engine  in 
the  Jersey  City  yards,  and  then  was  transferred  to  the 
Newburgh  Branch,  where  he  continued  to  fire  until 
February  i,  1883.  He  was  then  promoted  to  engineer, 
and  for  the  next  four  years  ran  a  freight  engine  be- 
tween Newburgh  and  Greycourt.  He  was  then  trans- 
ferreil  to  a  switch  engine  in  the  Newburgh  yards, 
which  he  held  until  recently,  when  he  was  advanced 
to  assistant  engine  dispatcher  at  the  same  point.  In 
1877  Mr.  Johnson  was  married  to  Miss  Mary  Grinner, 
daughter  of  Max  Grinner,  a  machinist  of  Newburgh. 
They  have  a  family  of  three  children,  of  whom  Lulu, 
aged  16.  and  Samuel,  18,  are  attending  public  school, 
while  Joseph  W.,  aged  20,  is  learning  the  machinist's 
trade  in  the  Erie  shops  at  Newburgh.  Mr.  Johnson 
is  a  member  of  Lodge  469,  I.  O.  O.  F..  of  Newburgh, 
and  is  one  of  the  leading  citizens  of  that  bustling  little 
city.  He  is  a  brother  of  J.  W.  Johnson  of  Paterson. 
New  Jersey,  the  Erie's  efficient  and  popular  traveling 
engineer. 


CHARLES  P.  JONES, 

New  Castle,   Ohio. 

Charles  P.  Jones  was  born  in  Austintown,  Ohio, 
November  13,  i860,  where  his  father  was  a  black- 
smith. Being  one  of  a  large  family,  Mr.  Jones  left 
school  at  the  age  of  12  years  and  went  to  work  as  a 
coal  miner  in  his  native  town.  He  followed  this  voca- 
tion for  eight  years,  when  he  secured  a  position  as 
driver  of  a  delivery  wagon  for  a  merchant.  He  held 
this  place  three  years,  leaving  it  to  work  as  a  mason, 
but  six  months  later  he  was  offered  a  position  as  fire- 
man on  the  Erie,  and  accepted  it.  His  term  of  service 
as  a  fireman  was  short,  the  excellent  record  he  made 
securing  him  a  promotion  to  engineer  after  two  years 
and  ten  months.  Since  his  promotion,  September  10, 
1886,  he  has  been  continuously  in  the  freight  service, 
and  his  careful,  conscientious  work  has  won  for  him 
many  commendations  and  classed  him  amfmg  the  best 


engineers  on  the  Erie  system.  He  has  never  had  an 
accident  in  his  whole  railroad  career,  and  this  fact 
alone  speaks  volumes  in  respect  to  his  ability.  In 
May,  1882,  he  was  married  to  Miss  Elizabeth  Mc- 
Millen,  an  accomplished  young  lady  of  Austintown 
and  a  daughter  of  John  McMillen.  They  have  one 
daughter,  a  bright  young  lady  of  14,  who  is  attending 
school  at  New  Castle.  Mr.  Jones'  father  died  at  the 
age  of  79,  but  his  mother  still  lives  in  Austintown, 
and  though  76  years  of  age  is  still  hale  and  hearty. 
Mr.  Jones  is  a  member  of  New  Castle  Lodge  No.  404. 
K.  of  P.,  and  Friendship  Lodge  No.  329,  B.  of  L.  E. 
Mr.  and  Mrs.  Jones  are  a  very  hospitable  couple,  and 
their  pleasant  home  at  208  West  North  street  is  the 
scene  of  many  a  social  gathering  that  attests  their 
popularity  in  New  Castle  social  circles. 


GEORGE  W.  JONES, 

Wauseon,   Ohio. 

George  W.  Jones  was  born  in  Woodstock,  Vermont. 
February  8,  1833.  His  father  was  Augustus  Jones,  a 
tanner  of  that  place,  and  the  young  man  attended 
school  until  he  was  18  years  of  age,  acquiring  a  fine 
common  school  education.  In  1852  he  went  to  work 
on  the  Sullivan  Railroad,  in  New  Hampshire,  as  en- 
gineer. He  remained  with  this  road  eight  years,  when 
he  left,  going  to  Windsor,  Vermont,  to  accept  a  posi- 
tion in  the  Armory  at  that  place.  After  two  years 
he  went  to  Hartford,  Connecticut,  and  for  a  year  and 
a  half  worked  in  Lincoln's  tool  shop.  From  this  place 
he  went  to  St.  Albans,  Vermont,  where  he  was  em- 
ployed ni  a  locomotive  shop  for  a  year,  and  from 
there  he  went  to  Philadelphia,  where  he  worked  a 
year  in  a  tool  shop.  He  resigned  this  place  to  ac- 
cept a  position  in  the  Atlantic  &  Great  Western  shops 
at  Meadville,  Pennsylvania.  In  1866  he  was  promoted 
to  engineer,  and  transferred  to  Kent,  from  which  place 
he  ran  on  both  divisions,  east  and  west.  The  thirty- 
three  years  he  has  run  an  engine  on  the  Erie  has 
proved  him  to  be  one  of  the  best  in  the  service.  He 
has  never  been  injured  in  a  wreck,  and  his  trust- 
worthiness and  ability  have  won  for  him  a  high  place 
in  the  confidence  of  the  officials.  For  some  years  he 
has  been  running  on  Nos.  3  and  16  on  the  Cincinnati 
Divisioji,  west.  He  owns  a  beautiful  home  in  Wau- 
seon, where,  surrounded  by  his  host  of  friends,  he 
will  spend  his  days  when  he  has  finished  his  railroad 
career.  He  was  married  in  1866  to  Miss  Addie  E. 
Rice,  daughter  of  Elijah  Rice,  a  hardware  dealer  of 
Wauseon.  They  have  three  children:  Julia,  aged  28, 
educated  in  Gallon,  is  married  to  Mert  Reed,  a  drug- 
gist of  Wauseon;  Mabel,  aged  24.  educated  in  Galion. 
and  lives  at  home:   Earl   R.,  aged   18.   engaged  in  the 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


341 


JOHN    HERBERT   JONES 


SAMUEL  JONES. 


342 


ERIE    RAILWAY    EDITION. 


grocery  business  in  Wauseon.  Mr.  Jones  is  a  member 
of  B.  of  L.  E.,  Division  No.  43;  also  Galion  Lodge 
No.  414,  and  charter  member  of  Cliapter  No.  142,  F. 
&  A.  M. 


HARRY   C.  JONES. 
Jersey  City.  New  Jersey. 

Harry  C.  Jones  was  born  in  Hartford,  Connecticut, 
June  7,  i8j6,  his  father  being  Isaac  B.  Jones,  a  sea  cap- 
tain on  a  whaling  vessel,  who  had  sailed  around  the 
world  several  times  and  visited  the  Arctic  and  Antarc- 
tic zones.  Mr.  Jones  received  a  fine  education,  and 
in  March,  1850,  entered  the  employ  of  the  Hartford. 
Providence  &  Fishkill  Railroad  as  an  apprentice  in 
the  machine  shop,  and  was  engaged  in  putting  up  en- 
gines for  some  months.  He  was  then  advanced  to 
fireman,  in  which  capacity  he  served  until  1854,  when 
he  w'as  promoted  to  engineer,  and  for  a  short  time 
ran  between  Hartford  and  Wilmenta.  In  the  same 
j'ear  he  resigned  and  accepted  a  position  on  the  Penn- 
sylvania Railroad,  where  for  six  years  he  ran  a  pas- 
senger train  between  Altoona  and  Harrisburg.  On 
October  18,  i860,  he  entered  the  service  of  the  Erie 
and  ran  an  engine  until  1863,  when  he  resigned  and 
took  a  contract  with  the  New  Jersey  Central  Railroad 
to  fill  in  their  docks.  It  took  five  years  to  complete 
this  work,  and  at  the  expiration  of  his  agreement  with 
the  Central  Mr.  Jones  returned  to  the  Erie  and  has 
ever  since  run  an  engine,  being  now  in  charge  of  a 
work  train.  He  was  married  in  1867  to  .Miss  Lucie 
Blizen,  daughter  of  Henry  Blizen,  a  farmer  near  Jer- 
sey City.  Mr.  Jones  has  been  an  Erie  employe  for 
thirty-one  years,  has  established  a  high  reputation  as 
an  engineer,  and  is  well  thought  of  by  his  many  ac- 
quaintances. 


JOHN  HERBERT  JONES, 

Huntington,    Indiana. 

John  Herbert  Jones  was  born  on  September  27, 
1866,  in  Wales,  England,  where  his  father  was  a 
farmer  and  minister  of  the  Episcopal  Church.  Mr. 
Jones  attended  school  until  he  was  15  years  of  age.  re- 
ceiving both  a  common  and  high  school  education. 
He  worked  on  his  father's  farm  until  1884,  when  he 
gratified  his  desire  to  travel  by  coming  to  Canada. 
He  secured  a  position  as  fireman  on  the  Canadian  & 
Pacific  and  for  four  months  ran  between  Ignace  and 
Rat  Portage.  He  resigned  and  came  to  Illinois,  se- 
curing a  position  in  the  car  accountant's  office  of  the 
Chicago  Ci  Atlantic  Railroad  at  Chicago.  He  held  this 
position    four    years,    when    he    resigned    to    accept    a 


place  as  fireman  under  Master  Mechanic  Lawes.  His 
work  in  this  capacity  was  of  the  highest  order,  and 
in  1S98  he  received  a  much  merited  promotion  to 
engineer,  since  which  time  he  has  been  running  extra 
on  freight  between  Chicago  and  Galion.  He  is  one 
of  the  best  of  the  number  who  were  recently  pro- 
moted, and  as  he  is  a  conservative,  efficient  engineer, 
it  is  safe  to  say  that  time  will  stamp  him  as  one  of 
the  best  runners  on  his  division.  He  was  married 
October  22,  1891,  to  ^liss  Barbara  Kuhn,  daughter  of 
George  Kuhn,  a  prosperous  farmer  of  Mercer  County. 
Ohio.  Mr.  and  Mrs.  Jones  are  among  Huntington's 
most  respected  citizens  and  are  highly  esteemed  by 
all  who  know  them.  Mr.  Jones  is  a  member  of  Will- 
iam Hugo  Lodge  No.  166,  B.  of  L.  F.,  and  was  chap- 
lain of  the  lodge  for  one  term. 


SA^IUEL  JONES, 

Galion.   Ohio. 

The  subject  of  this  sketch  seems  to  bear  a  charmed 
life  since  he  has  been  in  several  accidents,  from  each 
of  which  his  escape  was  simply  miraculous.  Mr.  Jones 
is  the  son  of  Samuel  Jones,  Sr.,  who  with  his  parents 
came  to  Ohio  from  Maryland  and  settled  in  W'ayne 
County,  clearing  their  farm  from  the  woods.  Mr. 
Jones  was  born  in  Ashland  County,  Ohio,  in  Novem- 
ber, 1848,  and  after  attending  school  until  he  was 
17  years  old,  followed  the  uneventful  life  of  a  farmer 
for  the  next  ten  years  in  the  fertile  County  of  Morrow. 
In  the  fall  of  1877  he  quit  farming  and  secured  a  posi- 
tion as  switchman  on  the  Cleveland,  Columbus,  Cin- 
cinnati &  St.  Louis  Railroad,  and  after  eighteen 
months'  work  in  this  position  he  went  to  work  as  a 
helper  in  the  boiler  shops  of  the  Atlantic  &  Great 
Western.  After  about  a  year  he  was  given  a  position 
as  fireman,  which  he  held  for  five  years,  receiving  his 
promotion  to  engineer  in  November,  1885.  He  has 
hauled  freight  for  the  past  fourteen  years  and  at  pres- 
ent has  the  fast  freight  run  known  locally  as  the  "Chain 
Gang."  While  a  fireman,  in  November,  1882,  he  was 
in  a  tail-end  collision  at  Mansfield,  Ohio,  caused  by 
the  train  getting  away  from  the  brakeman  on  a  down 
grade.  In  March,  1883,  on  Division  No.  4,  he  was 
in  a  head-end  collision  between  Martel  and  Caledonia, 
and  again  in  1884  he  was  in  the  head-end  collision  be- 
tween engines  23  and  138,  near  Akron,  caused  by  a 
mistake  in  orders.  Both  engines  were  demolished. 
The  last  time  he  was  called  upon  to  face  death  was 
in  1888,  when  he  was  coming  west  with  train  No.  83. 
hauled  by  engine  No.  641.  Train  No.  37  was  two 
hours  and  thirty  minutes  late,  and  was  on  the  tnain 
track  at  Wadsworth,  Ohio,  around  the  curve.  His 
engine  plowed  into  the  other  train,  piling  the  cars  up 


AMERICAN    LOCOiMOTIVE    ENGINEERS. 


343 


ABRAHAM   JORDAN. 


AMIDY    IT.    JOURDAN. 


344 


ERIE    RAILWAY    EDITION. 


higher  than  the  depot.  The  rear  coach  contained 
seven  passengers,  and  while  one  end  of  the  coach 
Tvas  piled  up  on  his  engine  a  lady  with  a  little  baby 
■walked  out  unhurt,  as  did  everybody  aboard  both 
trains.  It  is  remarkable  how  he  escaped  injury  in 
all  these  accidents,  but  it  bears  out  the  assertion  that 
lie  is  surely  possessed  of  a  charmed  life.  No  blame 
attached  to  him  for  any  of  these  unavoidable  disasters, 
and  he  stands  high  in  the  esteem  of  the  company.  In 
May,  1875,  he  wsis  married  to  Miss  Ellen  Moore, 
daughter  of  John  W.  Moore,  who  was  one  of  Ohio's 
early  settlers,  hewing  out  a  home  in  Richland  County 
from  among  the  trees.  They  have  one  child.  Myrtle 
M.,  who  is  married  to  Philip  Rettig.  a  livery  man  of 
Calion.  Mr.  Jones  is  a  member  of  Gallon  Lodge  No. 
215,  I.  O.  O.  F. ;  Sir  Knights  of  Maccabees,  Gabon 
Tent  No.  407,  and  B.  of  L.  E.,  Division  No.  16.  He 
owns  a  beautiful  residence  in  Gallon  and  is  a  highly 
respected  citizen. 


WILLIAM   HENRY  JONES, 

Port  Jervis,    New   York. 

On  March  30,  1848,  the  subject  of  this  sketch  was 
born  in  Wayne  County,  Pennsylvania,  being  the  son 
of  Isaac  Jones,  who  by  occupation  was  a  sawyer  in 
one  of  the  great  mills  of  that  county.  Mr.  Jones  at- 
tended public  schools  until  he  was  16  years  of  age, 
and  then  went  to  work  in  a  saw  mill,  soon  becoming 
a  sawyer  and  following  that  avocation  until  the  fall  of 
1S74,  when  he  secured  a  position  as  brakeman  on  the 
Erie.  He  ran  on  the  Delaware  Division  between  Port 
Jervis  and  Susquehanna  for  one  year,  and  then  was 
advanced  to  fireman,  in  which  capacity  he  served  for 
ten  years.  Since  his  promotion  to  engineer,  which  oc- 
curred in  the  fall  of  1885,  he  has  been  continuously 
in  the  freight  service  on  the  road,  a;ad  is  now  running 
between  Port  Jervis  and  Jersey  City.  He  is  regarded 
very  highly  by  his  associates,  while  he  is  rated  by  hi? 
superiors  as  an  efficient  and  conservative  engineer.  Mr, 
Jones  was  most  fortunate  in  Iiis  choice  of  a  helpmate, 
having  been  happily  married  to  Miss  Kittie  Watson, 
daughter  of  John  Watson,  a  carpenter  of  Milford. 
They  have  a  charming  home  in  Port  Jervis,  and  their 
children,  Bert,  Arthur  and  Viva  B,,  make  that  home 
happier  by  their  presence.  Mr.  Jones  is  a  member  of 
Lodge  54,  B.  of  L.  E.,  and  is  a  highly  respected  citi- 
zen of  the  city  where  he  has  resided  for  so  many  years. 


is  Abraham  Jordan.  He  was  born  in  England,  Sep- 
tember 18,  1857,  and  his  father,  Abraham  Jordan,  Sr., 
came  to  America  in  1861,  settling  at  Bonton,  New  Jer- 
sey. Two  years  later  he  sent  for  his  family,  and  after 
residing  in  New  Jersey  two  years  they  moved  to  a 
farm  in  Susquehanna  County,  Pennsylvania.  Here 
the  young  man  attended  school  until  he  was  16  years 
of  age, 'at  which  time  he  decided  to  make  farming  his 
vocation.  This  he  did  for  six  years,  then  accepting  a 
situation  with  the  Erie  as  a  wiper.  After  a  year  in 
ihis  position  he  was  advanced  to  fireman,  and  then  fol- 
lowed three  years  on  freight  and  four  years  on  pas- 
senger, between  Hornellsville  and  Susquehanna.  He 
passed  a  very  creditable  examination  and  was  pro- 
moted to  engineer  in  1887,  since  which  time  he  has 
won  himself  a  place  of  high  regard  with  his  superiors 
by  his  creditable  work,  and  has  the  esteem  of  his  fel- 
iow  workmen.  His  work  has  been  in  the  freight  serv- 
ice until  recently,  when  he  has  qualified  for  passenger 
work,  and  is  frequently  called  to  make  extra  runs  in 
that  branch  of  the  service.  December  31,  1895.  he  was 
married  to  Miss  Rose  Pierce,  daughter  of  Sheldon 
Pierce,  also  an  engineer  for  the  Erie.  They  have  two 
children — May,  aged  3,  and  John,  the  baby.  Mr.  and 
Mrs.  Jordan  are  two  of  Susquehanna's  most  popular 
residents,  having  a  host  of  admiring  friends  in  the 
city's  select  circle.  Mrs.  Jordan  is  a  member  of  the 
Ladies'  Auxiliary  to  the  B.  of  L.  E.,  while  Mr.  Jor- 
dan is  affiliated  with  Starrucca  Lodge,  No.  137,  B.  of 
L.  E.,  and  Canewacta  Lodge,  No.  360,  F.  &  A.  ^L 
He  owns  some  finely  improved  and  valuable  property 
in   Oakland,   Pennsylvania. 


ABRAHAM  JORDAN, 

Susquehanna,  Pennsylvania. 

One  of  the  Erie's  best  freight  engineers  at  this  place, 
who  is  in  line  for  promotion  to  the  passenger  service. 


AMIDY  H.  JOURDAN, 

Gabon,    Ohio. 

Amidy  H.  Jourdan  was  born  in  Uniontown,  Fay- 
ette County,  Pennsylvania,  December  6,  1853,  and  is 
the  son  of  Joseph  Jourdan,  for  many  years  connected 
with  the  "Bee  Line"  and  later  in  the  transfer  business 
at  Gabon.  Mr.  Jourdan  left  school  at  the  age  of  11 
years,  and  for  the  ensuing  six  years  worked  at  various 
vocations.  In  1865  he  secured  a  situation  as  newsboy 
on  the  "Bee  Line"  and  continued  in  that  capacity  for  a 
year,  when  he  commenced  breaking  for  the  same  com- 
pany. Four  years  later  he  left  the  "Bee  Line"  to 
accept  a  place  as  fireman  on  the  Atlantic  &  Great 
Western.  After  six  years  of  competent  service  he  was 
promoted  to  engineer,  and  was  sent  to  Dayton  and 
put  in  charge  of  a  switch  engine,  which  he  retained 
four  years.  Since  1883  he  has  been  in  the  through 
freight  service,  with  occasional  passenger  duty.  He 
is  regarded  as  a  highly  competent  man  and  has  the 
esteem    of   ail    the    officials   and   his    fellow   workmen. 


AMERICAN    LOCOMOTn'E    ENGINEERS. 


345 


ALVIN  N.  JUDD. 


JOHN   KANE. 


346 


Er<IE    RAILWAY    EDITION. 


Mr.  Jourdan  has  been  in  three  serious  wrecks;  at 
llrbana,  Marion  and  Old  Forge.  At  the  last  named 
place  the  engine,  which  was  the  first  Mr.  Jourdan  ever 
ran,  was  completely  demolished,  having  only  her 
boiler  left.  He  was  married  September  29,  1871,  to 
Miss  Elva  R.  Brandon,  daughter  of  Huron  Brandon  of 
Wisconsin.  They  have  had  six  children,  one  of  whom. 
Josephine,  died  at  the  age  of  seven  months.  Lulu  j\l., 
aged  26,  was  educated  in  Gabon,  and  is  the  wife  of 
iUelvin  McElroy  of  Gabon;  Katherine  F.,  aged  21, 
educated  in  Gabon,  is  married  to  Frank  Baker,  a 
blacksmith  of  Sandusky;  Joseph  A.,  aged  18,  edu- 
cated in  Gabon,  is  now  employed  at  the  butcher's 
trade;  Agnes  M.,  aged  15.  and  William  L.,  aged  12, 
are  both  attending  school.  Mr.  Jourdan  is  a  member 
i.f  Gabon  Lodge  No.  215,  I.  O.  O.  F.,  and  takes  an 
.'ictivc  interest  in  its  affairs. 


ALVIN    N.   JUDD. 

Dunkirk,    New    York. 

Alvin  N.  Judd  was  born  in  Steafford,  Orange 
County,  Vermont,  on  October  2,  1831.  His  father  was 
Jeremiah  Judd.  a  mason  and  bricklayer  of  that  place, 
and  the  young  man  received  a  good  common  school 
education  in  the  public  schools  of  his  native  town. 
After  leaving  school  he  engaged  in  farming  until  be 
was  18  years  of  age,  and  then  worked  one  season 
making  brick  at  Haverhill,  Massachusetts,  returning 
to  farming  at  the  close  of  the  season  and  abandoning 
that  avocation  again  in  1S50  to  accept  a  position  in  a 
cotton  factory  at  Manchester.  New  Hampshire,  where 
he  worked  for  three  years.  In  1853  he  went  to  Hor- 
nellsville.  New  York,  where  he  took  service  with  the 
old  New  York  &  Erie,  and  for  four  months  worked 
as  brakeman  on  the  Western  Division.  In  June,  1853, 
he  was  advanced  to  fireman,  and  for  two  years  and 
six  months  served  in  that  capacity  on  the  Western  Di- 
vision, between  Hornellsville  and  Dunkirk.  In  the 
fall  of  1855  he  was  promoted  to  engineer  and  ran  a 
switch  engine  in  the  Hornellsville  yard  for  two 
months,  and  was  in  the  road  service  on  freight  for 
(  ne  month.  He  left  the  employ  of  the  Erie  in  the 
fall  of  1856.  and  until  i860  was  employed  in  various 
capacities  at  Henniker.  New  Hampshire.  Returning 
to  the  employ  of  the  Erie  in  i860  he  ran  on  freight 
express  and  passenger  until  1889,  being  then  advanced 
to  a  passenger  run  between  Hornellsville  and  Dun- 
kirk, this  being  his  run  at  the  present  time.  He  has 
been  in  three  collisions,  two  while  firing  and  one 
while  running;  also  was  on  engine  138  which  was 
blown  up,  and  was  od  the  track  in  a  bad  wreck  at 
Carrollton  in  1888.  Mr.  Judd  was  married  in  1852  to 
Miss  Jane    Roberts   of   Manchester.    New    Hampshire. 


who  died  01  consumption  ten  months  after  her  mar- 
riage. In  1855  Mr.  Judd  was  married  to  Miss  Helen 
Abbott  of  Henniker,  New  Hampshire,  and  three  chil- 
dren have  been  born  to  them.  Harry  G.,  born  in 
1S57.  died  on  March  27,  1893,  being  a  conductor  on  a 
passenger  train  and  running  between  Binghamton  and 
Troy;  Addie  L..  born  in  1859,  married  O.  F.  Thomp- 
son of  Elyria.  Ohio,  a  rate  clerk  in  the  employ  of  the 
Lake  Shore  &  Michigan  Southern  at  Cleveland,  Ohio; 
William  B.,  born  in  1862,  died  in  1863.  Mr.  Judd  is  a 
charter  member  of  Lodge  No.  67,  B.  of  L.  E.,  and  has 
held  all  the  offices  in  the  division.  He  also  belongs  to 
Irondequoit  Lodge  No.  301,  F.  &  A.  M.  of  Dunkirk; 
Dunkirk  Chapter  No.  191,  R.  A.  M.;  Dunkirk  Council 
No.  25,  R.  &  S.  ^I.,  and  Dunkirk  Commandcry  No. 
.40,  K.  T.  He  owns  a  fine  two-story  residence  at  69 
Griswold  street,  where  lie  has  resided  a  number  of 
years,  and  is  regarded  as  one  of  Dunkirk's  most 
estimable  citizens. 


C.   A.   JCRISCH, 

Susquehanna.  Pennsylvania. 

(Deceased.) 

C.  .\.  Jurisch  was  born  in  New  York  City  in  1836, 
and  died  in  Susquehanna.  Pennsylvania,  in  January, 
1887.  aged  51  years.  He  resided  in  New  York  with  his 
parents  until  1845,  when  he  went  to  Elizabeth  City, 
New  Jersey,  where  he  spent  four  years  learning  the 
mason  trade.  In  i860  he  went  west  to  take  charge 
of  the  mason  work  on  the  Illinois  River  Railway,  but 
in  1861  began  firing  on  the  Erie.  In  1864  he  was 
t;  ken  from  road  service  to  assist  in  the  mason  work 
of  the  new  Erie  shops  of  Susquehanna,  then  being 
erected.  In  April.  1864.  he  enlisted  with  a  Pennsyl- 
vania regiment  and  served  until  the  close  of  the  war. 
He  returned  to  the  employ  of  the  Erie,  and  in  1867 
was  promoted  to  engineer.  He  was  a  most  trust- 
worthy and  competent  workman,  and  so  highly  were 
his  qualities  appreciated  that  in  1884  he  was  pro- 
moted to  Engine  Inspector,  a  position  he  held  at  the 
time  of  his  death.  ^Ir.  Jurisch  was  a  member  of  the 
B.  of  L.  E..  F.  &  A.  M.,  G.  A.  R.,  and  the  Good 
Templars.  On  April  19,  1859,  he  was  married  to  Miss 
Emma  Badgeley.  and  they  had  si.x  children.  Mr. 
Jurisch  was  an  eminently  popular  man.  and  his  great- 
est influence  was  in  the  straightforward  Christian  life 
he  led. 


JOHN  KANE. 

Susquehanna,  Pennsylvania. 

John  Kane  was  a  sturdy  Irish  lad  of  16  when  he  left 
ihe  "little  .green  isle  across  the  sea"  and  cast  his  lot  in 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


347 


WILLIAM    E     KAUPP. 


EDWARD    KAVANAUGH. 


348 


ERIE    RAILWAY    EDITION. 


the  land  of  the  brave  and  free.     The  son  of  Michael 
Kane,  a  farmer,  he  was  born  in  1844,  and  received  his 
education  in  his  native  country.     On  landing  in  Amer- 
ica he  went  directly  to  Susquehanna,  where  he  secured 
a  position  as  water  boy  on  a  construction  train.     He 
held  this  place  a  year  and  then  was  advanced  to  wiper 
in   the   roundhouse.     A   year   later   he   was   again   ad- 
vanced, this  time  being  made  a  fireman.     He  served  as 
fireman  eight  years,  seven  years  and  a  half  of  which 
was  on  passenger  trains  3  and  4  between  Hornellsville 
and   Susquehanna.      He  was  promoted  to  engineer  in 
1870,   and   has   run   continuously   for  the   past  twenty- 
nine  years,   most  of  the  time  as  engineer  in   Susque- 
hanna yard.     While  firing  on  passenger  No.  4  he  saved 
a  collision  with  passenger  train   No.   3   in  a  very  pe- 
culiar  way.      The   train    dispatcher    got   muddled   and 
sent  No.  4  on  to  meet  No.  3  at  a  station  farther  up  the 
line.      Young    Kane    intuitively    felt     that     there     was 
something  wrong  with  the  orders,  and  had  a  premoni- 
tion that  if  they  did  not  stop  they  would  collide  with 
No.  3.     He  requested  the  engineer  to  stop  and  back 
up,   but  that  individual   was  one   of  those  who  would 
follow  orders  if  they  took  him  into  the  ditch,  and  so 
refused.      In  vain   Young  Kane   begged   him   to   stop, 
and   then,    getting   reckless,   he   grabbed   the   engineer 
and   chucked  him  into  the  tender.     He  then  shut  off 
steam,  and  being  before     the     days     of     air     brakes, 
whistled   for   brakes.     Just   then    No.    3   shot   in   view 
under  full  head  of  steam,  but  by  quick  work  the  en- 
gines were   stopped  with   the  pilots  so  close  together 
that  a  man's  hand  would  have  been  crushed  between 
them.     The  Division  Superintendent,  H.  D.  V.  Pratt, 
of  Elmira,  was  on  train  3  at  the  time,  and  he  not  only 
personally  thanked  Mr.  Kane,  but  told  him  to  ask  for 
anything  he  wanted  in  the  gift  of  the  road.     His  long 
career   has   been   one   of  continual   success,   and   there 
are  none  more  respected  by  the  officials  and  railroad 
men  generally  than  is  he.     In  July,  i86g,  he  was  united 
in  marriage  to  Miss  Lizzie  Hare  of  Susquehanna,  who 
died    after   an   illness   lasting   two   years.      Three   chil- 
dren  were  born  to  them;    two   of  whom,   .Agnes  and 
William,  are  dead;  John  Kane,  Jr.,  who  survives,  is  a 
mechanic  and  was  for  some  years  in  the  employ  of  the 
Erie.     In  August,  1879,  Mr.  Kane  was  married  in  Sus- 
quehanna to  Miss  Josephine  Kenny,  a  resident  of  Cal- 
ifornia,    They  have  had  three  children,  of  whom  Wal- 
ter Scott   Kane   is  a  clerk  and  machinist   in   the  Erie 
service;    Eva  Maria,  aged  16,  is  attending  Laurel  Hill 
Academy;     Cora   Christina   died   in   her   infancy.     Mr. 
Kane  is  a  member  of  C.  M.   B.  of  Susquehanna,  and 
Starrucca  Division  No.  137,  B.  of  L.  E.     He  owns  fine 
property  in  Susquehanna  and  is  one  of  the  city's  most 
substantial  residents. 


MICHAEL  H.  KANE, 

Susquehanna,    Pennsylvania. 

Michael  H.  Kane  is  one  of  those  engineers  who  be- 
gan at  the  very  bottom,  and  he  has  worked  himself  up 
through  sheer  ability  and  steadfast  devotion  to  his 
calling.  He  is  the  son  of  M.  H.  Kane,  Sr.,  a  farmer 
of  Susquehanna,  Pennsylvania,  and  was  born  January 
12,  1846,  on  the  farm,  which  he  made  his  home  up  to 
the  time  he  left  school  at  the  age  of  14.  He  worl^ed  a 
year  in  a  flouring  mill  and  then  entered  the  employ  of 
the  Erie  as  an  engine  wiper  in  the  Susquehanna 
roundhouse.  After  three  months  of  this  work  he  was 
advanced  to  the  position  of  fireman,  and  from  1863  to 
1867  ran  on  freight  between  Jersey  City  and  Port 
Jervis.  He  was  then  given  a  passenger  run,  which  he 
held  for  three  years,  receiving  his  promotion  to  en- 
gineer in  June,  1870.  After  running  extra  in  the 
freight  service  for  several  years  he  was  transferred  to 
a  passenger,  which  he  ran  for  four  years,  being  then 
assigned  to  the  local  freight  between  Carbondale  and 
Susquehanna,  a  run  which  he  still  makes  to  the  satis- 
faction of  the  company  and  the  patrons  of  that  divi- 
sion. On  July  30,  1868,  Mr.  Kane  was  united  in  mar- 
riage to  Miss  Anna  King,  daughter  of  Peter  King  of 
Susquehanna,  and  to  them  eleven  children  have  been 
born.  Frank,  William  and  Michael  died  when  young, 
and  of  those  surviving,  Martin  J.  and  Daniel  are  in 
the  employ  of  the  Erie  as  machinists;  while  Richard, 
Lauretta,  Henry,  Joseph,  Marie  and  Robert  are  at- 
tending the  Laurel  Hill  Academy.  Mr.  Kane  is  a 
member  of  Starrucca  Lodge  No.  137,  B.  of  L.  E.,  and 
is  the  owner  of  a  pleasant  residence  in  Susquehanna. 
He  and  his  family  are  counted  among  the  best  people 
of  Susquehanna  and  are  popular  with  their  many  ac- 
quaintances. 


ELMER  E.  KARNES, 

Cleveland,  Ohio. 

Born  in  Barkleyville,  Pennsylvania,  on  December 
12,  1862,  Elmer  E.  Karnes  received  a  good  education, 
attending  school  in  the  winter  and  working  on  the 
farm  in  the  summer.  At  the  age  of  16  he  secured  em- 
ployment in  a  rolling  mill  at  Greenville,  Pennsylvania, 
working  in  different  capacities  until  May,  1886,  when 
he  entered  the  service  of  the  Erie.  He  fired  five  years, 
being  promoted  to  engineer  in  February,  1891,  and 
with  the  exception  of  a  few  months,  when  work  was 
slack,  has  run  ever  since,  now  having  the  local  freight 
from  Youngstown  to  Sharpsville.  Mr.  Karnes  has  had 
two  small  accidents  during  his  career  on  the  road,  but 
being   no   fault    of   his    they   do   not   detract   from   his 


a:\ierican  locomotive  engineers. 


349 


CHARI.es  J.  KEARINS. 


FRED  KELLER. 


350 


ERIE    RAILWAY    EDITION. 


high  standing  as  an  engineer.  He  was  married  June 
21,  1S89,  to  Miss  Nellie  Butler,  of  Cleveland,  and  they 
have   one   dau.t;hter. 


EDWARD  KAVANAUGH, 
Galion,    Ohio. 

Starting  on  his  career  as  an  engine  wiper,  Edward 
Kavanaugh  has  advanced  step  by  step  until  he  is  now 
recognized  as  one  of  the  best  engineers  on  his  divi- 
sion. Mr.  Kavanaugh  was  born  in  London,  Ontario, 
on  February  i.  1858,  and  is  the  son  of  Thomas  Kava- 
naugh, a  shoemaker  who  has  pursued  his  calling  in 
New  York  and  Pennsylvania.  The  subject  of  this 
sketch  left  school  at  the  age  of  14  and  immediately 
secured  a  position  as  engine  wiper  in  the  Kent  shops 
of  the  Atlantic  &  Great  Western,  as  it  was  then  known. 
From  June,  1S7J,  to  August,  1878,  he  served  in  various 
capacities  about  the  roundhouse,  eventually  being  pro- 
moted to  hostler,  and  from  that  to  fireman,  the  latter 
promotion  occurring  in  August,  1878.  He  fired 
freight  three  and  one-half  years,  and  passenger  six 
months,  being  advanced  to  engineer  on  December  22. 
1886.  Since  that  time  he  has  run  continuously  in  the 
freight  service,  excepting  occasional  extra  duty  on 
passenger  trains,  and  at  the  present  is  pulling  through 
freight.  Mr.  Kavanaugh  was  married  on  September 
27,  188a,  to  Miss  Agnes  King,  daughter  of  James 
King,  a  contractor  of  Spooner,  Wisconsin,  formerly 
of  Ravenna,  Ohio.  They  have  four  children,  of  whom 
the  oldest,  Arthur  L.,  aged  18,  is  an  employe  of  the 
Galion  Wheel  Works;  George,  aged  15:  John  E..  10, 
and  Katherine  U.,  9,  are  attending  school.  While  Mr. 
Kayanaugh  was  firing  he  experienced  two  collisions 
in  one  day;  the  first  of  which  was  when  his  engine 
ran  into  a  switch  engine  and  ten  cars  of  lumber  as 
they  were  going  into  Akron;  on  the  return  trip  they 
ran  into  a  wrecking  car.  In  neither  of  these  was  the 
damage  very  great,  and  Mr.  Kavanaugh  luckily 
escaped  personal  injury.  Another  wreck  in  which  he 
had  the  misfortune  to  be  was  more  serious,  that  being 
when  his  train,  a  double-header,  plowed  through  the 
rear  end  of  a  freight  standing  on  the  main  track  and 
which  had  failed  to  properly  display  signals.  Mr. 
Kavanaugh  was  on  the  siding  with  his  train  at  Ritt- 
man  on  March  22,  1899,  and  witnessed  the  ditching  of 
train  5,  in  which  wreck  Engineer  Logan  was  killed. 
Mr.  Kavanaugh  is  a  member  of  Lodge  No.  16,  B.  of 
L.  E. ;  was  a  delegate  to  the  St.  Louis  convention  in 
1898,  and  is  also  a  member  of  the  Board  of  Adjust- 
ment of  Lodge  16.  He  is  popular  in  railroad  circles, 
and  with  his  family  stands  high  in  the  social  life  of 
Galion.  He  owns  fine  property  in  the  city  and  is  re- 
spected by  all  as  a  citizen  of  worth. 


W.  E.  KAUPP, 

Bufifalo,  New  York. 

One  of  the  younger  members  of  the  engineering 
traternity  will  be  recognized  in  the  features  of  William 
E.  Kaupp.  Born  in  Bufifalo  in  1861,  Mr.  Kaupp  at- 
tended school  at  old  No.  5,  on  Seneca  street,  and  at 
No.  35,  on  Swan  street.  Even  while  at  school, 
poring  over  the  dull  routine  tasks  demanded  of  his 
class,  he  had  determined  to  take  to  the  railroad  life — 
that  life  of  excitement,  of  bustle  and  life,  and  move- 
ment. Accordingly,  upon  leaving  school,  he  went  as 
train-boy  on  the  Lake  Shore  &  Michigan  Southern, 
and  Dunkirk,  Allegheny"  Valley  &  Pittsburg  Railroad, 
and  others.  After  one  year  of  this  service  he  went 
into  the  shops  as  wiper,  and  from  there  went  out  as 
brnkcnian.  While  so  employed  he  had  the  misfor- 
tune to  break  his  shoulder  in  1880,  and  was  otifered  a 
place  as  fireman.  He  started  firing  on  freight  for 
John  Vaughn,  and  later  for  H.  W.  Bartlett.  Then  he 
^^■as  put  on  a  pusher  on  the  hill  at  Gowanda,  with 
Engineer  W.  B.  Russell,  and  was  finally  given  a  run 
on  a  passenger  train  with  Charles  Weeks.  In  Septem- 
ber, 1882,  while  crossing  a  bridge  at  Waterboro,  one 
of  the  leading  truck  wheels  broke,  precipitating  the 
engine  into  a  creek,  where  it  turned  completely  up- 
side down,  Kaupp  was  severely  scalded  by  the  escap- 
ing steam,  and  his  spine  was  injured  so  that  he  was 
compelled  to  go  on  crutches  for  some  months  after. 
Strange  to  say,  the  engineer  escaped  unhurt.  Having 
nearly  recovered  from  his  injuries,  and  nothing 
daunted  by  his  well-nigh  fatal  experience,  Mr.  Kaupp 
resumed  his  duties  as  fireman,  this  time  on  a  switch 
engine,  with  Al  Booth.  About  a  year  later  he  was 
able  to  resume  his  passenger  run  and  returned  to  Mr. 
Weeks.  With  him  he  remained  until  the  date  of  his 
promotion,  October  13,  1885.  Having  at  last  become  a 
full-fledged  engineer,  he  was,  of  course,  put  on  the 
rounds,  where  he  remained  until  January,  1898,  when 
he  was  given  a  regular  freight  between  Buffalo  and 
Meadville.  For  three  years  before  his  promotion  on 
the  rounds  Mr.  Kaupp  had  done  the  extra  passenger 
work.  On  different  runs  he  had  aboard  President 
Thomas  and  General  Superintendent  Fitch,  who  were 
on  a  tour  of  inspection.  On  July  23,  1891,  he  took  out 
the  first  and  only  hard  coal  burner  that  ever  ran  over 
that  division;  that  run  was  the  Railroad  Superintend- 
ents' Excursion  to  Chautauqua  Lake,  and  on  June  27. 
1898,  he  took  out  the  first  "Mother  Hubbard"  com- 
pound engine,  that  run  on  regular  passenger  over  the 
Baltimore  &  South  Western  Division.  On  December 
8  of  the  same  year  he  ran  the  first  rotary  snow  plow 
used  on  the  Baltimore  &  South  Western  Division. 
]\lr.  Kaupp  was  married  November  10,  1886,  to  Miss 
Sabina    Becker   of    Bufl:'alo.      Two    children    ha\e    been 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


351 


KDWARD   KELI.KY. 


WARRKN    S.     KKl.l.V 


352 


ERIE    RAILWAY    EDITION. 


born  to  this  union,  but  one  of  whom  is  now  living. 
This  is  their  daughter  Grace,  a  most  attractive  young 
miss,  who  is  now  attending  school.  Mr.  Kaupp  is  a 
member  of  the  B.  of  L.  E.,  Division  15;  holds  the 
office  of  First  Engineer,  and  for  five  years  has  been 
a  member  of  the  local  Grievance  Committee.  He  is 
enthusiastic  in  his  work  for  the  Brotherhood  and 
thinks  there  is  nothing  like  it.  He  still  retains  his 
membership  in  the  B.  of  L.  P.,  No.  12,  and  is  also  a 
member  of  Red  Jacket  Lodge  No.  238.  I.  O.  O.  F. 
For  so  young  a  man,  Mr.  Kanpp  has  attained  consid- 
erable prominence  in  his  chosen  career,  and  has  a 
future  of  peculiar  promise  before  him. 


CHARLES   J.    KEARINS, 

Susquehanna,   Pennsylvania. 

A  popular  young  man  of  Susquehanna,  and  at  the 
same  time  one  of  the  Erie's  rising  young  engineers,  is 
Charles  J.  Kearins,  who  was  born  in  Boone  County, 
New  York,  September  10  1868.  After  receiving  a  good 
common  school  education  he  went  to  work  in  a  stone 
quarry  near  his  home,  where  he  learned  the  stone- 
cutter's trade.  In  1885  he  became  an  Erie  employe, 
working  for  the  period  of  one  year  as  a  track  hand. 
In  1886  he  struck  the  calling  for  which  he  was  evi- 
dently fitted  when  he  was  engaged  as  a  fireman  and 
detailed  to  run  on  the  Delaware  Division.  So  rapidly 
did  he  advance  in  his  work  that  he  was  soon  trans- 
ferred to  the  Jefiferson  Division,  where,  in  1890,  he  was 
promoted  to  engineer  and  assigned  to  a  freight  run 
between  Carbondale  and  Susquehanna,  a  position  he 
continues  to  fill  acceptably.  Mr.  Kearins  is  a  mem- 
ber of  G.  W.  West  Division,  B.  of  L.  E.,  of  Carbon- 
dale,  and  has  a  brother  who  is  a  conductor  on  the 
Erie.  He  is  unmarried  and  resides  at  home  with  his 
parents  and  sister. 


C.    F.   KEELER, 
Hornellsville.   New  York. 

Belonging  to  a  family  the  members  of  whom  are 
all  distinguished  and  occupy  positions  of  prominence 
in  the  world,  it  is  but  natural  that  C.  F.  Keeler  should 
be  numbered  among  the  best  representatives  of  his 
chosen  calling.  Born  in  Cuyler,  New  York,  on  March 
14,  1859,  he  left  school  at  the  age  of  12  and  learned  the 
carpenter's  trade,  working  at  it  until  1886,  when  he 
secured  a  position  as  brakeman  on  the  Susquehanna 
Division  of  the  Erie.  Finding  that  he  liked  railroad- 
ing better  than  his  old  trade,  he  decided  to  follow  it, 
and  was  transferred  to  fireman  in  November,  1887, 
serving  in  that  capacity  until  June,  1890,  when  he  was 


promoted  to  engineer.  Mr.  Keeler  has  experienced 
one  bad  wreck,  that  having  been  caused  by  a  washout 
making  the  track  so  weak  that  when  his  train  at- 
tempted to  cross  it  half  the  train  was  ditched;  fortu- 
nately he  escaped  injury.  Mr.  Keeler  is  a  member  of 
the  B.  of  L.  F.,  and  was  married  on  March  14,  1893, 
to  Miss  Jennie  Bahn  of  Waterloo,  New  York. 


JOHN    KEENA, 

Susquehanna,    Pennsylvania. 

(Deceased.) 

Widespread  was  the  regret  and  sorrow  occasioned 
by  the  death  of  John  Keena  in  1892.  For  forty  years 
he  had  been  an  employe  of  the  Erie,  twenty  years  as 
an  engineer,  and  in  that  lime  had  made  for  himself  the 
finest  of  records  on  the  road  and  taken  his  place  as  one 
of  the  foremost  citizens  of  Susquehanna.  Born  in  Ire- 
land, April  17,  18.34,  he  came  to  this  country  early  in 
life,  and  after  working  at  various  things  for  a  while, 
entered  the  service  of  the  Erie  in  1852  as  Engine  Dis- 
patcher. In  the  fall  of  the  same  year  he  began  firing 
and  in  1872  was  promoted  to  engineer,  and  continued 
in  that  capacity  until  his  death,  which  resulted  from 
blood  poisoning.  On  January,  1873,  he  was  married 
to  Miss  Ellen  Mulligan  of  Susquehanna,  and  six  chil- 
dren were  born  to  them.  Elizabeth,  Catharine.  Nellie. 
Joseph,  Mamie  and  Essie.  Mr.  Keena  was  a  stanch 
member  of  B.  of  L.  E.,  Division  137,  and  his  wife  is 
a  member  of  the  Ladies'  Auxiliary  order  of  that  body. 
The  family  is  one  of  the  best  in  Susquehanna,  and  they 
have  the  heartfelt  sympathy  of  hosts  of  friends  in  their 
bereavement. 


GEORGE   W.   KEHLER, 
Huntington,  Indiana. 

George  W.  Kehler  was  born  in  Louisville,  Stark 
County,  Ohio,  September  28,  1852.  He  was  the  son 
of  Samuel  Kehler,  who  was  a  doctor  for  forty-eight 
years  in  Ohio.  Mr.  Kehler  attended  school  until  he 
was  18  years  old,  and  then,  after  learning  the  mason 
and  plasterer's  trade,  worked  at  them  alternately  for 
several  years.  He  began  his  railroad  >career  as  a 
brakeman  on  the  Pittsburg,  Ft.  Wayne  &  Chicago, 
and  after  about  a  year  in  the  employ  of  that  company 
he  secured  a  position  in  the  construction  department 
of  the  Lake  Erie  &  Western,  and  assisted  in  building 
that  line  between  Fremont  and  Lima,  Ohio,  after 
which  he  attended  school  a  while,  and  then  worked 
occasionally  at  the  plasterer's  trade.  He  again  re- 
turned to  railroad  work,  entering  the  water  service  of 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


353 


JOHN'    J.    KELTY. 


WILLIAM   KENNEDY. 


334 


ERIE    RAILWAY    EDITION. 


Erie,  and  in  1884  he  was  given  a  position  as  fireman 
under  Master  Mechanic  Hill.  After  four  years  at  this 
work,  during  which  time  he  made  an  excellent  record, 
he  was  promoted  to  engineer,  and  since  1888  he  has 
been  engaged  in  the  freight  service,  with  occasional 
extra  passenger  duty.  He  stands  well  up  in  the  esti- 
mation of  his  superiors  and  has  received  many  favor- 
able comments  on  his  ability  as  an  engineer.  In 
June,  1874,  he  was  married  to  Miss  Alfretta  Andrews, 
daughter  of  S.  M.  Andrews,  agent  of  the  Pennsylva- 
nia Company  at  North  Washington.  Ohio.  They  have 
an  interesting  family  of  seven  children.  Guy,  who  is 
23  years  of  age,  is  now  a  fireman  on  the  Erie  and  has 
served  his  time  as  a  machinist  in  the  shops  at  Hunt- 
ington; Hadasa,  aged  22,  who  is  remaining  at  home: 
Cary,  aged  20,  graduated  from  the  Huntington  High 
School  with  honors;  Anna,  17  years,  is  now  attend- 
ing High  School  in  Huntington;  Frank,  aged  15; 
Dow,  aged  11,  and  Georgia,  10,  the  baby  of  the  fam- 
ily, are  also  attending  school.  Mr.  Kehler  is  a  mem- 
ber of  B.  of  L.  E.,  Division  No.  221,  of  Huntington; 
and  K.  O.  T.  M.  of  Huntington.  He  owns  a  nice  resi- 
dence on  Jacobs  street  and  enjoys  the  respect  of  all 
who  know  him.  Mrs.  Kehler  is  an  estimable  lady  and 
looks  after  her  fine  family  of  children  with  motherly 
pride  and  solicitude. 


FRED   KELLER, 
Galion.    Ohio. 

Fred  Keller  was  a  bright  German  lad  of  15  when 
he  came' to  this  country.  He  was  born  in  Baden,  Ger- 
many, May  20,  1851.  His  father  was  Mathias  Keller,  a 
farmer,  who  died  when  Mr.  Keller  was  quite  young. 
The  lad  attended  school  in  his  native  land  until  he  was 
15,  when  the  family  emigrated  to  America  and  settled 
at  Galion.  Mr.  Keller  learned  the  shoemaking  trade 
and  worked  at  it  for  about  five  years,  when  he  aban- 
doned it  for  an  occupation  demanding  more  activity. 
He  secured  a  position  as  wiper  in  the  shops  of  the 
Atlantic  &  Great  Western  in  the  spring  of  1871,  and 
shortly  after  was  promoted  to  fireman.  He  fired 
freight  three  years  and  passenger  four  years,  and  in 
1878  was  promoted  to  engineer.  For  twenty-one  years 
he  has  been  engaged  in  the  freight  department,  with 
occasional  passenger  duty.  He  now  runs  on  through 
fast  freight  and  has  never  had  a  collision  and  has 
never  been  in  a  wreck.  He  is  regarded  as  a  very  com- 
petent engineer  and  stands  high  in  the  esteem  of  the 
officials  and  his  associates.  He  is  a  member  of  B.  of 
L.  E.,  Division  No.  16,  owns  good  property  at  133 
South  Riblet  street  and  is  a  highly  respected  citizen. 
He  was  married  on  October  20,  1873,  at  Bucyrus. 
Ohio,  to  Miss  Louisa  Reiff.     She  was  the  daughter  of 


George  Reif?  of  Wittenberg,  Germany,  and  after  his 
death  she  came  to  America  in  1872.  They  have  a 
pleasant  family  of  four  children;  Henry  F.,  aged  24, 
was  educated  in  Galion  and  is  now  an  operator  for  the 
Erie  at  Galion;  Albert  L.,  aged  22,  was  educated  in 
Galion  and  is  now  employed  in  the  Erie  roundhouse; 
Otto  E.,  aged  20,  educated  in  Galion,  is  now  em- 
ployed in  a  bicycle  factory  at  Cleveland;  Fred  M., 
a.ged  II,  is  now  attending  Galion  Public  School. 


EDWARD  KELLEY, 
Bufifalo,  New  York. 

Another  jovial  engineer  who  needs  no  introduction 
to  the  boys  of  the  Buffalo  Division  is  Edward  Kclley, 
who  resides  at  495  Eagle  street,  Buffalo.  Mr.  Kelley 
was  born  at  Darien,  Genesee  County,  New  York,  on 
May  4,  1856.  There  he  attended  school  until  13  years 
of  age,  when  he  went  to  work  as  water  boy  on  the 
Union  Pacific.  Here  his  duties  consisted  of  carrying 
water  to  the  Chinese  laborers  or  "Chinks,"  as  they 
were  generally  called,  and  in  cold  weather  keeping  up 
the  fires  under  the  water  tanks.  For  two  years  the 
lad  stuck  manfully  to  this  work,  then  returned  to  his 
native  town  for  another  year  of  school.  At  the  age  of 
16  he  went  to  work  as  a  section  hand  on  the  Erie 
under  John  Healey,  now  Track  Superintendent  on  the 
Niagara  Falls  Branch.  This  employment  lasted  for 
two  years,  and  in  1873  he  went  to  Warsaw  as  track 
hand  under  his  father,  where  he  remained  for  seven 
years.  He  was  then  raised  to  the  position  of  foreman 
and  was  transferred  to  the  Genesee  Valley  Canal 
Road,  now  known  as  the  West  New  York  &  Pennsyl- 
vania, where  he  was  given  charge  of  a  construction 
gang.  On  March  20,  1883,  young  Kelley,  who  had  de- 
termined to  become  an  engineer,  quit  this  work,  and 
came  to  Bufifalo,  where  he  entered  the  locomotive 
works  as  a  preparatory  course  to  that  career  which  he 
had  mapped  out  for  himself.  From  April  i,  1883,  to 
August  20,  1884,  he  took  care  of  engines  in  the  house 
and  was  then  made  a  fireman,  thus  securing  the  next 
upward  step  in  the  ranks.  His  first  trip  was  made 
with  Engineer  George  Wolfe,  after  which  he  com- 
menced running  "first  in  first  out,"  which  he  con- 
tinued until  1887,  when  he  was  made  night  hostler. 
He  filled  the  latter  position  until  the  spring  of  1890. 
when  he  returned  to  day  work,  firing  on  the  Attica 
pusher  for  Engineer  M.  C.  Jacobs.  After  ten  months 
of  this  service  Mr.  Kelley  was  transferred  to  the 
"moonlight  train,"  21  and  22,  under  "Hank"  Clen- 
denning.  Six  months  later,  in  August,  1891,  Fireman 
Kelley  became  Engineer  Kelley;  but  little  more  than 
two  years  later,  in  October.  1893.  the  dull  times  caused 


A-MERICAN    LOCOMOTIVE    ENGINEERS. 


355 


more  tlian  one  engineer  to  bo  set  back,  and  Mr.  Kel- 
ley  was  among  their  number.  Until  June,  1897,  he 
fired  for  Clendenning,  Wolfe  and  Schilling  and  was 
then  again  given  an  engine  and  put  on  the  rounds, 
where  he  now  is.  Mr.  Kelley  is  one  of  the  fortunates 
who  has  never  been  in  a  wreck.  He  was  a  member 
of  the  B.  of  L.  F.  while  a  fireman,  and  since  Novem- 
ber, 1S97,  has  been  a  member  and  an  ardent  supporter 
of  the  B.  of  L.  E.,  holding  the  same  views  in  regard  to 
that  organization  as  those  advanced  by  liis  friend 
"Hank"  Clendenning.  Mr.  Kelley  was  married  on 
July  I.  1876,  to  Miss  Maria  Foley  at  Warsaw,  Wyo- 
ming County.  They  have  one  son,  Edward  J.  Kel- 
ley, a  young  man  of  20,  a  graduate  of  school  No.  35, 
and  now  employed  as  clerk  in  the  freight  department 
of  the  Lake  Shore  Road.  Mrs.  Kelley  is  a  member 
of  the  Ladies'  C.  B.  A.  and  also  shows  her  interest  in 
her  husband's  calling  by  belonging  to  the  Ladies' 
Auxiliary,   B.   of  L.   E. 


WARREN  SCOTHORN  KELLY. 

HuiUington,    Indiana. 

W.  S.  Kelly,  one  of  the  Erie's  inost  thorough  en- 
gineers, was  born  in  Genoa,  Ohio,  May  25,  1852.  His 
father,  Walter  W.  Kelly,  moved  to  Michigan  in  1862. 
i\Ir.  Kellj-  attended  school  until  he  was  17  years  of  age, 
and  then  he  went  to  work  in  his  father's  mill,  and  for 
ten  years  ran  a  Corliss  engme.  The  close  confine- 
ment began  to  tell  on  his  health  and  he  secured  a  po- 
sition as  engineer  on  a  steamer  sailing  between  De- 
troit, Cleveland  and  other  ports  on  the  Great  Lakes. 
Having  regained  his  health  he  quit  this  position,  and 
secured  a  place  as  wiper  and  machinist's  apprentice 
with  the  Lake  Erie  &  Western  Railroad.  In  1880 
he  was  promoted  to  fireman,  and  two  years  later  his 
good  record  and  thorough  knowledge  of  the  Vi^ork 
secured  him  promotion  to  engineer  under  Master 
Mechanic  H.  L.  Cooper.  He  ran  freight  six  years 
and  passenger  one  year  between  Lima,  Ohio,  and 
Bloomington,  Illinois,  and  other  points.  In  i88g.  he 
resigned  to  accept  a  place  on  the  Queen  &  Crescent 
Railroad,  under  Master  Mechanic  Meehan  of  Ludlow- 
Kentucky.  and  for  some  time  ran  on  this  road  between 
Lexington  and  Somerset,  Kentucky.  He  received 
an  offer  to  come  to  the  Erie  and  accepted  it  as  he 
would  be  nearer  his  home  and  it  would  enable  him  to 
be  amongst  his  old  acquaintances.  For  the  past  ten 
years  he  has  had  a  fast  freight  run  between  Chicago 
and  Gallon,  and  has  received  many  encomiums  from 
his  superiors  for  efficient  work.  On  November  13. 
1886,  he  was  married  to  Miss  Mattie  S.  Winter  of 
Lima,  Ohio.  She  is  the  daughter  of  Shipman  Cum- 
mings  Winter,  proprietor  of  large  grist  mills  at  Holly. 
Michigan.     Mrs.   Kelly  is  a  descendant  of  a   colonial 


family  of  great  prominence  and  is  a  charter  member  of 
Daughters  of  the  American  Revolution  of  Hunting- 
ton. Her  great-great-grandfather,  Samuel  Winter, 
was  one  of  General  Wayne's  staff,  and  an  active  par- 
ticipant in  the  War  of  1776.  Her  great  grandfather, 
Peter  Winter,  was  a  soldier  of  the  War  of  1812.  Mr. 
Kelly's  father  was  the  Republican  nominee  for  rep- 
resentative from  Barry  County,  Michigan,  in  1888. 
Mr.  Kelly  is  a  member  of  B.  of  L.  E.,  Division  No. 
221,  also  K.  of  P.  of  Lima,  Ohio.  He  owns  a  fine 
frame  residence  on  Poplar  Street,  and  both  he  and 
Mrs.  Kelly  enjoy  the  society  of  a  large  circle  of  ac- 
quaintances. 


JAMES  KELLEY, 

Jersey  City,  New  Jersey. 

James  Kelley  is  a  native  of  Ireland,  having  been 
born  in  County  Armagh  on  July  16,  1859.  His  father 
was  John  Kelley,  who  was  a  British  soldier,  and  who 
died  in  his  native  country  some  years  since.  Mr. 
Kelley  received  his  education  at  the  Armagh  National 
School,  leaving  it  at  the  age  of  14  to  engage  in  farm- 
ing. In  1881  he  went  to  Scotland  where  for  seven 
years  he  was  employed  as  a  fireman  on  the  North 
British  Railroad.  Not  being  entirely  satisfied  with  the 
country  he  decided  to  come  to  America,  and  on  Jan- 
uary 26,  1888,  landed  at  New  York  with  his  family. 
Being  a  thorough  railroad  man  he  had  little  difficulty 
in  securing  a  situation,  entering  the  employ  of  the 
Erie  in  February  of  the  same  year.  During  the  nine 
years  that  he  fired  for  this  company  he  ran  four  years 
with  Andy  Rockett  between  Jersey  City  and  Port 
Jervis.  and  for  several  years  was  with  George  Conklin. 
On  August  18,  1897,  he  was  promoted  to  engineer, 
since  which  time  he  has  been  running  extra  in  the 
freight  service  on  the  New  York  Division.  Mr.  Kel- 
ley was  married  February  6,  1891,  to  Miss  M.  J.  Sut- 
ter of  New  York  City,  who  is  the  daughter  of  John 
Sutter,  a  British  soldier.  They  have  one  son,  John, 
a  bright  young  lad  of  9  years,  and  are  quite  happily 
situated  at  210  Pavonia  Avenue,  where  they  are  sur- 
rounded by  a  circle  of  admiring  friends. 


JOHN   H.   KELLEY, 
Cleveland,   Ohio. 

John  H.  Kelley,  one  of  the  young  engineers  of  the 
Erie  located  at  Cleveland,  was  born  in  Youngstown, 
Ohio,  May  3,  1867.  He  attended  school  in  that  city 
imtil  he  had  acquired  a  good  common  school  educa- 
tion, when  he  went  to  work  for  the  Standard  Oil 
Company  as  a   water  boy.     After  a  year  he   was   ad- 


356 


ERIE    RAILWAY    EDITION. 


vanced  to  position  as  pipe-fitter,  at  which  he  worked 
four  years,  wlien,  becoming  dissatisfied  he  left  the  em- 
ploy of  the  oil  company  and  went  to  Cincinnati,  where 
he  secured  a  situation  as  fireman  on  the  C.  O.  &  P. 
P.  R.  R.,  in  which  capacity  he  worked  for  eighteen 
months.  He  then  went  to  Cleveland,  where  he  was 
employed  by  the  Erie  as  a  brakeman  for  about  eight 
months,  when  he  was  advanced  to  fireman.  Then  fol- 
lowed six  years'  service  on  freight  and  three  years  on 
passenger,  his  promotion  to  engineer  coming  in  Sep- 
tember, 1897.  Since  that  time  he  has  been  running 
e.xtra  and  firing  when  not  engaged  in  running  on 
freight.  Though  he  has  been  running  but  a  short 
tiine  he  is  well  known  as  a  competent  and  faithful 
workman,  and  the  fact  that  he  stands  high  in  the 
estimation  of  his  superiors  indicates  that  he  is  re- 
garded as  an  engineer  who  will  one  day  be  as  good  as 
the  best.  September  21.  1893,  he  was  married  to  Miss 
Mary  J.  Cassidy,  daughter  of  Philip  Cassidy,  a  farmer 
of  Canada,  now  deceased.  Mr.  Kelley's  father,  John 
Kelley,  also  deceased,  was  an  old  and  faithful  employe 
of  the  Erie,  having  helped  construct  the  Mahoning 
Division,  and  as  a  spiker  worked  with  the  veteran 
Hugh  Larkin;  he  continued  in  the  employ  of  the  Erie 
tip  to  his  death.  Mr.  Kelley  is  a  member  of  Forest 
City  Lodge,  No.  10,  B.  of  L.  P.,  and  is  popular  with 
his  fellow  employes,  as  well  as  being  a  respected  citi- 
zen of  Cleveland.  He  owns  a  very  pleasant  home  at 
86  Noyes  Street,  and  both  he  and  Mrs.  Kelley  are 
favorites  in  the  social  circles  of  the  city. 


JOHN  J.  KELTY, 
Buffalo,  New  York. 

More  than  half  a  century  ago  on  November  i,  1848. 
a  marriage  ceremony  was  solemnized  by  the  Right 
Reverend  Bishop  Timond.  The  contracting  parties 
were  Michael  Kelty,  a  sturdy,  Irish  settler  and  Miss 
Mary  Tighe,  also  a  native  of  the  Emerald  Isle,  The 
young  people  had  come  hither  in  the  pride  and 
strength  of  youth,  and  it  was  a  fitting  match  con- 
summated by  the  good  bishop  on  that  crisp  autumn 
day.  At  that  time  the  air  was  already  rife  with  ru- 
mors of  the  wonderful  El  Dorado,  the  newly-discov- 
ered gold  mines  of  California,  and  thither  were  flock- 
ing hundreds  of  men  from  every  grade  of  life,  led  on- 
ward by  that  one  magic  word.  Gold!  Michael  Kelty 
heard  it,  too,  but  he  was  of  soberer  strain  than  many 
of  his  fellow  countrymen,  neither  did  he  care  to  sub- 
ject his  bride  to  the  dangerous  journey  across  the 
plains  and  mountains,  nor  to  the  almost  trying  voy- 
age around  the  Horn.  Separation,  though  temporary, 
was  out  of  the  question  to  the  young  couple,  so  they 
remained  in  the  city  which  had  witnessed  the  happiest 


day  of  their  lives;  and  here  on  January  5,  1854,  was 
born  the  subject  of  the  sketch,  John  J.  Kelty.  The 
elder  Kelty  had  adopted  the  business  of  insurance 
agent  and  broker  and  w-as  enabled  to  give  him  proper 
schooling.  When  the  lad's  studies  were  over  he  en- 
tered the  composing  room  of  a  printing  establishment 
with  a  view  of  learning  that  trade.  The  smell  of  the 
inks  nauseated  him  and  the  confinement  at  the  case 
told  severely  on  his  health,  but  he  stuck  to  it  bravely" 
for  three  years  until  his  apprenticeship  was  served. 
Abandoning  then  a  trade  which  could  never  have 
brought  him  aught  but  dissatisfaction  and  ill  health, 
the  young  printer,  with  that  determination  which  he 
inherited  from  his  parents,  and  which  has  marked  his 
success  in  life  so  far,  sturdily  began  the  learning  of 
another  branch  of  trade,  that  of  carpenter  and  joiner. 
As  he  had  stuck  to  his  case,  so  did  he  work  at  the 
bench,  and  by  the  time  his  apprenticeship  had  expired 
he  was  already  known  as  a  skillful  mechanic.  For 
several  years  after  this  he  continued  to  work  at  his 
trade,  his  skill  and  neatness  in  this  direction  caused 
him  to  be  employed  in  the  Buffalo  car  shops  where  the 
labor  in  those  days  was  on  a  different  basis  from  what 
it  now  is.  There  it  was  that  his  railroad  career  really 
began,  for  on  the  recommendation  of  Master  ]\Ie- 
chanic  Wilder,  who  saw  in  the  young  mechanic's  apti- 
tude the  making  of  an  engineer,  he  dropped  his  saw 
and  hammer,  chisel  and  square  and  took  up  the  fire- 
man's shovel,  June,  1880.  For  a  time  he  fired  on 
extras,  then  on  regular  runs  with  Engineer  Chauncey 
Vrooman  and  James  Shepherd,  after  which  he  was 
transferred  to  the  Falls  Branch,  where  he  fired  on 
freight  for  Michael  Leahy,  Henry  Hoffman  and  later 
on  a  passenger  engine  for  George  Wolfe.  After  this 
he  was  again  transferred  to  the  main  line  where  he 
was  firing  for  Richard  Forrestel  on  trains  20  and  7 
when  he  received  his  promotion,  which  occurred  on 
August  29,  1889.  After  becoming  an  engineer  Mr, 
Kelty  took  his  place  on  the  rounds  and  ran  on  the 
extra  list  until  given  a  regular  engine.  No.  577,  after- 
wards known  as  1075.  This  he  retained  until  the  style 
of  engines  were  superseded  by  the  "Mother  Hub- 
bard" pattern.  He  is  now.  on  the  rounds  on  the  Buf- 
falo Division.  Mr.  Kelty  was  a  former  member  of 
the  .A.  O.  U.  W.,  joining  that  organization  on  March 
21,  1879,  and  leaving  it  in  good  standing.  He  also 
joined  the  ranks  of  the  B.  of  L.  F.  upon  becoming 
a  fireman,  and  only  resigned  upon  his  promotion, 
when  he  became  identified  with  the  B.  of  L.  E.  He 
was  also  a  member  of  St.  Patrick's  Total  Abstinence 
and  Benevolent  Association  up  to  the  time  of  the 
disbanding  of  that  order.  Mr.  Kelty  has  never  mar- 
ried. His  father  died  November  7,  1893,  and  his  moth- 
er September  2,  1896,  Up  to  the  time  of  his  mother's 
death  he  lived  for  her,  and  no  other  woman  has  ever 
taken  her  place.     His  close  attention  to  dutv  and  his 


A^tERICAN    LOCOISIOTIVE    ENGINEERS. 


357 


H[ 

BP^^iK.            ^^^^^^H 

^^B 

pviiilk     H| 

^^^^ 

1 

H 

^E 

^^^^ff  '^  ''{■  ''^^^^^^^^^^^^^^^^^^^^^^^^^^^1 

EDWARD   KENT. 


JOHN  J.   KEYES. 


358 


ERIE    RAILWAY    EDITION. 


wise  and  prudent  manner  of  living  have  not  been 
unrewarded  from  a  financial  standpoint.  In  business 
dealings  his  reputation  is  second  to  none  and  in  his 
social  circles  he  is  known  as  a  generous  and  sincere 
friend.  Such  is  John  J.  Kelty,  one  of  the  Erie  en- 
gineers. 


ROBERT   KENNEDY, 

Youngstown,  Ohio. 

Robert  Kennedy  is  a  native  of  Scotland,  having  been 
born  in  that  country  on  March  i6.  1859.  He  attend- 
ed school  until  he  was  14  years  of  age  and  then 
worked  as  a  clerk  for  sometime,  going  from  that  avo- 
cation to  the  Erie  shops.  In  March,  1873,  he  began 
to  fire,  and  after  five  years  was  promoted  to  engineer, 
now  having  a  run  on  through  freight,  and  has  had 
same  for  eight  years.  Mr.  Kennedy  was  married  in 
June,  1883,  to  Miss  Jennie  McCIay,  of  Youngstown, 
and  they  have  a  family  of  seven  children. 


WILLIAM   KENNEDY, 
Newburgh,  New  York. 

William  Kennedy  was  born  in  Ireland  August  21, 
1843,  and  was  9  years  of  age  when  his  father  emi- 
grated to  the  United  States  and  located  in  New  York 
City,  later  going  to  Chester,  New  York.  It  was  at  the 
latter  place  that  the  subject  of  this  sketch  finished 
his  schooling.  He  farmed  several  years,  but  disliked 
the  occupation  and  decided  to  try  railroading.  So  in 
1863  he  was  employed  by  the  Erie  as  a  passenger 
brakeman  on  the  main  line,  running  between  Warwick, 
Newburgh  and  Jersey  City.  After  a  year  of  this  ser- 
vice he  asked  to  be  transferred  to  firing,  and,  being 
known  as  a  faithful  and  competent  man,  his  request 
was  granted.  For  six  years  he  fired  on  the  New- 
burgh branch  and  the  main  line,  and  was  promoted 
to  engineer  on  March  29,  1870.  For  nearly  twenty- 
nine  years  Mr.  Kennedy  pulled  freight  and  passenger 
trains  on  the  Eastern  Division  and  Newburgh  Branch, 
his  steadfast  devotion  to  duty  having  been  rewarded 
about  15  years  ago  by  advancement  to  a  passenger 
run  on  the  Newburgh  Branch,  running  engine  308.  In 
1870  he  was  united  in  marriage  to  Miss  B.  E.  Arahill, 
daughter  of  James  Arahill,  a  farmer  of  Goshen,  New 
York.  They  have  four  children.  Catherine  R..  Mar- 
garet, Ruth,  James  F.  and  William  H.  James  is  an 
Erie  employe,  acting  as  night  clerk  for  Mr.  E.  S. 
Eden  at  Dixons.  Mr.  Kennedy  is  a  member  of  Port 
Jervis  Lodge,  No.  S4.  B.  of  L.  E.,  is  regarded  as  one 
of  Newburgh's  best  citizens,  and  owns  a  comfortable 
home  at  79  Ann  Street  in  that  city. 


EDWARD  KENT, 

Sparkill,  New  York. 

Not  only  to  the  engineers  of  the  Erie  but  to  the 
engineers  of  North  America  is  Mr.  Kent's  name  a 
■'household  word."  Known  on  the  road  as  one  of  its 
most  trustworthy  engineers,  he  is  everywhere  known 
as  foremost  in  promoting  that  spirit  of  fairness  which 
should  at  all  times  exist  between  the  two  parties  to 
a  contract — the  employer  and  the  employed.  He  was 
born  in  Rockland  County,  New  York,  at  the  place 
where  at  present  is  Sparkill,  and  the  date  of  his  birth 
was  October  24,  1830.  His  first  occupation  after 
leaving  school  was  that  of  shoemaking,  which  he  fol- 
lowed up  to  the  age  of  22,  and  then  went  into  the 
service  of  the  Erie  Railroad,  working  at  the  building 
of  the  dock  at  Dunkirk  at  the  time  the  road  first 
reached  there.  In  March,  1853,  he  began  firing  at 
Piermont,  and  so  continued  until  the  fourth  of  ]May, 
1854,  since  which  time  he  has  been  continuously  in 
the  service  as  an  engineer,  first  being  on  freight  for 
eight  years,  and  then,  in  1862,  taking  a  passenger  run, 
which  he  still  retains.  During  these  years  Mr.  Kent 
has  had  many  of  the  best  runs  on  the  road,  and  at  the 
present  lime  has  Nos.  i  and  2,  the  "fast  line"  between 
Jersey  City  and  Port  Jervis,  his  present  engine  being 
374,  a  Baldwin  compound.  He  has  gone  through  all 
this  experience  without  ever  hurting  a  passenger  or  a 
trainman,  and  has  himself  come  out  unharmed,  a  rec- 
ord to  be  envied,  and  speaking  for  itself  both  as  to 
good  fortune  and  good  judgment.  Mr.  Kent  was  mar- 
ried in  1855,  and  a  singularly  happy  married  life  was 
brought  to  a  close  by  the  death,  in  1896,  of  Mrs. 
Kent.  He  has  had  the  misfortune,  too,  of  losing — one 
year  later — his  daughter.  Mrs.  A.  D.  Rockett,  the  wife 
of  an  Erie  engineer,  whose  life  history  is  elsewhere 
given.  His  son,  W.  H.  Kent,  to  whom  we  give  an- 
other chapter,  is  in  Erie  service  at  Waldwick,  and  an- 
other daughter  is  the  wife  of  F.  W.  Smalley,  also  an 
Erie  engineer  at  Jersey  City,  but  residing  at  Sparkill. 
At  the  latter  place  Mr.  Kent  resides  in  one  of  the  most 
beautiful  homes  of  that  homelike  region,  and  follow- 
ing out  the  natural  bent  of  a  mind,  always  earnestly 
devoted  to  the  best  good  of  those  about  him,  he  de- 
votes a  vast  deal  of  his  time  to  church  work,  having 
been  for  many  years  a  member  of  the  Methodist  Epis- 
copal Church,  and  for  the  last  ten  years  secretary  and 
treasurer  of  the  board  of  Trustees,  a  member  of  the 
Board  of  Stewards,  the  leader  of  the  Bible  class  and 
the  president  of  the  Epworth  League  of  his  church,  the 
Methodist  Episcopal  of  Palisades.  New  York.  But 
above  all  other  things  that  which  endears  Mr.  Kent 
to  his  fellow  engineers  is  his  work  in  their  behalf  in 
the  Brotherhood.  Taken  all  together,  more  than  six 
years  of  his  life — so  busy  in  other  directions — has  been 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


359 


Jul  IX    KING. 


LEMUEL   C.    KNIGHT. 


360 


ERIE    RAILWAY    EDITION. 


devoted  entirely  to  the  cause  of  maintaining  and  bet- 
tering  the   condition   and   standing   of   his   fellow   en- 
gineers, and  it  is  only  the  veriest  truism  to  say  that  he 
has   devoted   the   best  years   of   his   life   and   the   best 
fruits  of  his  brain  to  this  one  object,  still  paramount 
with  him.     His  history  as  a  member  of  the   Brother- 
hood is  long,  but  it  is  only  so  because  of  the  honors 
won  and  deserved.     He  was  one  of  the  original  mem- 
bers  of   Division    54,    at    Port   Jervis,    New    York,    in 
1863,  this  being  the  first  year  of  the  Brotherhood  on 
the    Erie    system.      He    was    Chief    Engineer    of    this 
Division  for  two  and  a   half  years,  and  then  became 
one  of  the  charter  members  of  Division  135  of  Jersey 
City.     This  was  in   1866,  and  in  September,   1871,  the 
division  honored  Mr.   Kent  and  itself  by  electing  him 
its  Chief  Engineer,  and  for  twenty-eight  years  he  has 
held    that    position — and    filled    it — and    today    stands 
with  a  record  without  parallel  in  Brotherhood  annals. 
the  trusted  friend,  the  conscientious  adviser,  the  "ever 
present  help  in  time  of  trouble"  to  his  fellows.     Year 
after  year  his  division  has  sent  him  as  its  delegate  to 
the  conventions.     At  Toronto  in  1871  he  was  placed  on 
the   Executive   Committee   of  the   Brotherhood.      Fol- 
lowing that — in   1872 — he  was  made  chairman  of  that 
committee,  and  for  twenty-six  years  he  has  remained 
as  its  chairman.     A  year  or  two  ago  Mr.  Kent  wished 
to  retire — to  lay  down  his  burden — but  Chief  Engineer 
Arthur  said  "No.     We   want  you   and   will   have  you 
as  chairman.     No  complaint  has  ever  come  from  any 
voice  against  you."     With  the  exception  of  two  years 
he  has  been  thirty  years  on  the  local  committee  of  his 
division,  and  is  still  on  that  committee,  and  for  twenty 
years  was  on  the  Board  of  Adjustment,  being  for  five 
years — while  the  board  represented  the  old   Erie  sys- 
tem— its  chairman.     He  was  also  President  of  the  Erie 
Engineers'   World's   Fair  Association,      It  is  a  fitting 
tribute  to   Edward   Kent  to   say  that  he  has  devoted. 
not  the  "best"  years,  but  all  the  years   of  his  life  to 
the  welfare  and  best  interests  of  his  brothers,  that  he 
has  spared  neither  time  nor  pains  nor  expense  to  that 
end,  and  that  he  has  looked  for  no  other  reward  than 
that   which    is  -already -his — the    love    and    honor   and 
respect   in  which  they  hold  him. 


JAMES    M.    KERR, 

Niles,   Ohio. 

James  M.  Kerr,  one  of  the  oldest  engineers  on  the 
Mahoning  Division,  was  born  in  Middletown,  Penn- 
sylvania, ,  October  31,  1850.  His  father  was  a  con- 
tractor and  for  twenty-five  years  Justice  of  the  Peace 
in  Niles.  The  young  man  attended  school  until  he  was 
17  years  of  age,  when  having  secured  a  good  common 
school  education,  he  began  work  on  his  father's  farm. 
After  two  years  and  a  half,  he  left  home  and  accepted 


a  position  as  a  bridge  carpenter  on  the  Erie.  He  held 
this  place  six  months,  leaving  it  to  serve  as  brakeman 
for  the  same  company.  Eight  months  later  he 
changed  his  vocation  to  firing,  and  then  followed  two 
years'  service  firing  freight  and  three  years  passenger. 
In  September,  1876,  he  was  promoted  to  engineer,  and 
for  a  year  thereafter  he  fired  and  ran  extra  engineer, 
when  he  was  given  regular  work  on  a  yard  engine 
in  the  Niles  yard.  He  held  this  place  for  five  years 
and  then  was  advanced  to  road  work,  running  local 
freight  between  Niles  and  New  Lisbon.  He  then  went 
to  Cleveland  and  ran  an  engine  on  through  freight  for 
a  year,  after  which  he  was  placed  in  charge  of  a 
through  freight  run  between  Niles  and  Leetonia,  and' 
for  the  past  fifteen  years  he  has  held  this  run.  Mr. 
Kerr's  work  as  an  engineer  is  of  the  highest  class,  and 
he  consequently  stands  well  in  the  estimation  of  the 
officials,  while  he  is  highlj'  esteemed  by  his  fellow  em- 
ployes. He  has  never  had  an  accident  since  he  began 
railroading  and  has  never  been  suspended,  or  as  he 
jokingly  put  it.  "has  never  missed  a  pay  car  in  twenty- 
nine  years."  Mr.  Kerr  was  married  March  19,  1877, 
to  Miss  Lena  Cesna,  daughter  of  John  Cesna.  of 
Niles,  and  they  own  one  of  the  finest  homes  in  the  city 
of  Niles.  Three  sons  have  blessed  their  union,  and 
they  are  boys  of  whom  the  parents  are  justly  proud. 
James  Burton,  aged  21,  is  a  heater  in  the  employ  of 
the  Falcon  Sheet  Mill;  W.  Planning,  aged  17,  is  at- 
tending business  college  at  Warren,  Ohio,  and  John 
Newton,  aged  8,  is  attending  public  school  in  Niles. 
Mr.  Kerr  is  a  member  of  Niles  Lodge,  No. 352,  B.  P. 
O.  E. ;  Niles  Lodge,  No.  138,  K.  of  P.,  and  Devereaux 
Lodge,  No.  167,  B.  of  L.  E.  He  is  a  prominent  citi- 
zen of  Niles  and  takes  great  interest  in  the  city's  de- 
velopment  and   welfare. 


JOHN  J.  KEYES. 

Susquehanna.  Pennsylvania. 

When  a  man  is  an  absolute  success  in  the  calling  he 
has  chosen  he  feels  some  enthusiasm  in  counseling  his 
sons  to  follow  in  his  footsteps,  and  this  is  doubtless 
the  reason  that  the  sons  of  John  J.  Keyes  are  all  rail- 
road men.  The  son  of  John  J.  Keyes,  Sr.,  a  lumber 
man  of  Pennsylvania,  he  was  born  in  Wayne  County, 
that  state,  September  28.  1855.  He  received  a  fine  com- 
mon school  education  by  close  study  until  he  was  ig 
years  of  age,  and  his  first  occupation  was  that  of  sta- 
tionary engineer,  at  which  he  worked  for  nearly  two 
years.  On  September  9.  1878.  he  was  offered  a  place 
as  fireman  on  the  Erie,  and  in  accepting  the  same  he 
made  a  move  that  has  never  been  regretted  by  him. 
For  six  years  he  fired  between  Susquehanna,  Port 
Jervis  and  Carbondale,  being  promoted  to  engineer 
October  9,  1884.     Since  that  time  he  has  run  an  engine 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


3i!L 


i'KTER  KNOBLOW. 


JOHN  E.   KOSINSKY. 


362 


ERIE    RAILWAY    EDITION. 


in  the  freight  service,  and  is  qualified  to  run  on  the 
Delaware,  Susquehanna  and  Jefferson  Division.  Mr. 
Keyes  enjoys  the  reputation  of  being  one  of  the  most 
competent  men  running  out  of  Susquehanna,  and  he  is 
deservedly  popular  with  all  his  brother  engineers. 
On  April  29,  1876,  he  was  married  to  Miss  Lizzie  L. 
Gunnip,  daughter  of  Erastus  Gunnip,  a  prominent 
farmer  of  Wayne  County.  Their  union  has  been 
blessed  with  three  children,  all  sons.  Julian,  aged  22. 
and  Minor  H.,  aged  20,  are  firemen  on  the  Erie,  while 
Erastus,  aged  18,  is  a  clerk  in  the  Master  Mechanic's 
office.  Mrs.  Keyes  is  a  member  of  the  Ladies' 
Auxiliary  to  the  B.  of  L.  E.  and  is  Vice-President  of 
the  Ladies'  Auxiliary  to  the  B.  of  L.  F.  Mr.  Keyes  is 
affiliated  with  Starrucca  Lodge  137,  B.  of  L.  E.,  and  is 
one  of  the  city's  honored  residents. 


one  of  Susquehanna's  highly  esteemed  citizens  and  has 
the  respect  of  his  fellow  employes  and  the  confidence 
of  his  superiors. 


JOHN    KING, 

Susquehanna,   rcnnsylvania. 

For  thirty-six  years  the  musical  click  of  the  wheels 
passing  over  the  rail  joints  has  been  familiar  music 
to  John  King,  and  as  he  is  now  but  52  years  old,  he 
will  see  many  more  years  of  active  service.  The  son 
of  Patrick  King,  a  laborer  in  railway  construction,  he 
was  born  in  County  Clare,  Ireland,  March  17,  1847. 
In  1853,  "Mr.  King's  father  brought  his  family  to 
America,  and  settling  at  Gulf  Summitt,  New  York, 
engaged  in  business  there.  After  attending  school 
until  he  was  15,  Mr.  King  worked  with  his  father  a 
year  and  then  in  November,  1863,  accepted  a  position 
as  fireman  on  the  Erie.  For  five  years  he  fired  be- 
tween Susquehanna  and  Port  Jervis,  establishing  a 
record  that  won  him  many  commendations,  and  in  the 
fall  of  1868,  when  he  was  but  21  years  of  age,  was  pro- 
moted to  the  responsible  position  of  engineer.  For 
sixteen  years  he  ran  freight  on  the  Delaware  Division, 
and  then  was  advanced  to  a  passenger  run.  Two  years 
later  he  was  transferred  to  the  Jefferson  Division, 
where  for  the  past  thirteen  years  he  has  run  the  pas- 
senger known  as  the  "Flyer."  January  9.  1872,  Mr. 
King  was  united  in  marriage  to  Miss  Eliza  Creegan, 
daughter  of  John  and  Eliza  Creegan  of  Susquehanna. 
Five  children  have  been  born  to  them:  Frank  H., 
is  a  telegraph  operator;  John  J.  learned  the  machinist 
trade  in  the  Erie  shops;  Gustave  E.  is  an  apprentice 
in  the  Erie  shops;  Laura,  aged  15,  and  Gertrude,  aged 
12,  are  attending  Laurel  Hill  Academy  at  Susque- 
hanna. Mrs.  King  is  a  nicmhcr  of  the  Ladies'  Auxil- 
iary to  the  C.  M.  B.  A.,  and  a  prominent  figure  in  so- 
ciety circles.  Mr.  King  is  a  prominent  member  of 
Susquehanna  Lodge,  B.  of  L.  E.,  No.  138,  and  at  pres- 
ent  holds   a   subordinate   office   in  that  lodge.     He   is 


THOMAS  A.   KING, 
Jersey  City  Heights,  New  Jersey. 

One  hundred  and  six  years  ago  James  King  came 
from  Ireland  and  settled  at  Montreal,  and  after  living 
there  a  short  time  moved  to  Albany,  New  York,  where 
he  worked  as  a  miller.  It  was  there  in  1839  that 
Thomas  A.  King  first  saw  the  light  of  day;  and  it  was 
there,  in  St.  Joseph's  Parochial  School,  that  he  re- 
ceived his  education.  For  several  years  after  he  had 
finished  his  education  he  worked  as  a  tobacconist,  but 
in  the  spring  of  1866  he  entered  the  employ  of  the 
New  York  Central  Railroad  as  a  machinist's  helper. 
During  the  three  years  he  worked  there  he  became  a 
competent  machinist,  and  in  1869  left  the  Central  to 
accept  a  position  as  fireman  on  the  Roundout  &  Os- 
wego Railroad.  After  three  months'  service  as  fire- 
man he  was  promoted  to  engineer  and  ran  on  that 
road  for  two  years.  In  1871  he  returned  to  the  New 
York  Central  as  engineer,  but  soon  resigned  and  went 
south,  where  he  ran  an  engine  on  the  Edgefield,  Hen- 
derson &  Tennessee  for  four  months.  It  was  on 
June  2,  1872,  that  he  took  service  with  the  Erie,  and 
for  six  years  ran  freight  and  passenger  engines  to 
various  terminals  on  the  New  York  Division.  Twen- 
ty-one years  ago  he  was  assigned  to  a  switch  engine 
at  Weehawken,  and  so  competent  has  been  his  work 
that  this  is  his  station  at  the  present  time.  Mr.  King 
has  had  a  couple  of  bad  accidents,  but  he  has  never 
killed  a  man;  and  both  his  wrecks  were  from  causes 
over  which  he  had  no  control,  consequently  the  blame 
does  not  lie  with  him.  His  most  serious  wreck  oc- 
curred at  Gate  Junction,  and  was  caused  by  the  dis- 
play of  a  wrong  signal.  He  is  a  member  of  Division 
135,  B.  of  L.  E.,  of  Jersey  City,  and  also  of  the  Cath- 
olic Order  of  that  place.  In  i860  he  was  united  in 
marriage  to  Miss  Catherin  J.  Meegan,  daughter  of 
Patrick  Meegan,  a  ship  carpenter.  Eight  children  have 
been  born  to  them:  Josephine,  the  wife  of  John  Con- 
nor; Lillian,  the  wife  of  AI.  J.  McConnell,  manager 
of  a  large  furniture  house  in  New  York  City;  Thomas, 
a  watchman;  James,  a  fireman  on  the  Pennsylvania 
Railroad;  Charles,  employed  as  a  machinist  on  the 
Jersey  Central  Railroad;  Etta,  who  is  single  and  re- 
sides with  her  parents;  May,  married  to  David  Walk- 
er, a  plumber,  and  George,  a  machinist  in  the  Erie 
shops.  Mr.  King  is  the  owner  of  several  nice  resi- 
dences, and  is  regarded  as  a  citizen  of  worth  and  in- 
tegrity by  his  many  acquaintances. 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


363 


WII.I.TA^r   HENRY   KYLE. 


FRANK  L.  T.A  FAVKR. 


364 


ERIE    RAILWAY    EDITION. 


JOHN  H.  KLETT, 

Avon,   New   York. 

John  H.  Klctt  has  not  been  numbered  with  the  en- 
gineers of  the  Erie  Railroad  a  very  long  time,  but  the 
few  months  that  he  has,  have  been  sufficient  to  dem- 
onstrate that  he  is  one  of  the  most  promising  en- 
gineers on  the  road.  The  son  of  John  Klett,  a  maltster 
of  Avon,  New  York,  he  was  born  in  that  city,  and 
after  securing  a  good  education,  worked  with  his 
father  until  1886.  He  then  entered  the  service  of 
the  Erie,  working  in  the  shops  in  various  capacities 
until  1888,  when  he  was  advanced  to  fireman.  For  the 
ensuing  eleven  years  he  ran  on  the  Rochester  Di- 
vision in  this  capacity,  receiving  a  merited  promo- 
tion to  engineer  in  1899.  Since  then  he  has  run  in 
the  freight  service  on  the  Rochester  Division,  where 
his  efficient  running  and  good  judgment  have  won  him 
many  encomiums,  both  from  superiors  and  his  fel- 
low workmen. 


WILLIAM  KOLB, 
Sharon,    Pennsylvania. 

After  leaving  school  William  Kolb  learned  the  tin- 
ner's trade  and  worked  at  it  for  a  number  of  years 
ere  entering  the  service  of  the  Erie.  He  was  born  in 
Greenville,  Pennsylvania,  on  September  17,  1868,  and 
received  a  common  school  education  ere  starting  out 
to  make  his  own  living.  A  position  as  brakeman  on 
the  Erie  was  offered  him  in  January.  1887,  and  alter 
serving  in  this  capacity  a  short  time  he  was  advanced 
to  fireman,  being  promoted  to  engineer  on  September 
I,  1897.  After  running  regular  a  short  time  he  was  put 
on  the  extra  list,  on  account  of  slack  work,  but  in 
April,  T899,  he  was  again  given  a  regular  run.  IVIr. 
Kolb  was  married  October  20.  1890,  to  Miss  Belle 
Thompson,  of  Butler,  Pennsylvania,  and  they  have 
three  bright  children,  one  boy  and  two  girls.  Mr. 
Kolb  is  a  member  of  Forest  City  Lodge,  No.  10,  B.  of 
L.  F.,  and  with  his  family  belongs  to  the  Methodist 
Church.  He  is  also  Superintendent  of  the  Sabbath 
School,  and  with  Mrs.  Kolb  takes  a  leading  part  in 
church   work   in   Sharon. 


JOHN  E.  KOSINSKY, 

Susquehanna,   Pennsylvania. 

John  E.  Kosinsky,  whose  father,  William  Kosinsky, 
was  a  coppersmith  in  the  employ  of  the  Erie  for  some 
twenty-five  years,  was  born  in  Susquehanna  March  10, 
1869.  Until  he  was  17  years  of  age  Mr.  Kosinsky  was 
a  diligent  student  in  the  public  schools  of  his  native 
city,  and  thus  acquired  a  fine  common  school  educa- 


tion. In  1886  he  accepted  a  position  with  Stevens  & 
Company  of  Oneonto,  New  York,  as  a  tinsmith,  and 
worked  for  them  one  year.  He  returned  to  Susque- 
hanna in  1887  and  for  two  months  worked  with  a 
track  crew  on  the  Erie.  He  then  entered  the  shop 
for  a  year's  service  as  a  blacksmith,  being  advanced  to 
fireman  at  the  end  of  that  time.  He  fired  freight  two 
years  and  passenger  two  years  receiving  his  promo- 
tion to  engineer  in  January,  1892.  For  the  past  seven 
years  he  has  been  in  the  extra  freight  service  between 
Hornellsville  and  Susquehanna.  Mr.  Kosinsky  is  an 
honored  member  of  Keystone  Lodge,  No.  208,  B.  of 
L.  F.,  in  which  he  has  held  a  subordinate  ofifice;  he 
is  also  on  the  probation  list  of  Division  137,  B.  of  L. 
E.,  and  will  soon  be  admitted  to  full  membership.  He 
is  regarded  as  an  engineer  of  judgment  and  ability,  and 
is  universally  respected  by  his  fellow  workmen.  On 
November  10,  1892,  j\Ir.  Kosinsky  was  united  in  mar- 
riage to  Miss  Carrie  B.  Barnes,  daughter  of  George 
W.  Barnes,  of  Bellemont,  New  York,  and  one  child 
was  born  to  them,  Mamie  E.,  who  is  6  years  of  age. 
In  1897  Mr.  Kosinsky  was  granted  a  decree  of  divorce 
from  his  wife  and  the  court  gave  him  custody  of  their 
child.  Mr.  Kosinsky  is  a  worthy  citizen  of  the  city 
and  is  highly  regarded  by  his  acquaintances  generally. 


LEMUEL   C.    KNIGHT, 
Bradford,   Pennsylvania. 

Lemuel  C.  Knight,  whose  father  is  Abijah  Knight  of 
Painted  Post,  New  York,  was  born  in  New  Jersey, 
January  16,  1S45.  In  1849,  his  parents  moved  to  Corn- 
ing, New  York,  and  in  1850  to  Painted  Post,  at  which 
place  Mr.  Knight  received  his  education.  In  Decem- 
ber, 1863,  when  he  was  18  years  of  age  he  enlisted  in 
Company  A,  5olh  New  York  Volunteer  Engineers, 
and  served  one  year  and  a  half,  participating  in  many 
of  the  battles  that  occurred  at  the  close  of  the  war. 
After  he  was  mustered  out  in  June,  1S65.  he  worked  in 
a  planing  mill  at  Painted  Post  until  June,  i86g.  when 
he  entered  the  employ  of  the  Erie  as  fireman,  being  as- 
signed to  the  old  Western  Division.  He  fired  for  eight 
years,  acquitting  himself  with  great  credit,  and  on 
July  I.  1877,  was  promoted  to  engineer.  For  a  short 
time  he  ran  on  the  same  division,  being  transferred  to 
the  Bradford  Division  in  1878,  during  the  oil  excite- 
ment, since  that  time  he  has  run  continuously  on  the 
Bradford  Division,  and  his  efficient  service  caused  him 
to  be  advanced  in  the  importance  of  his  runs  until 
now  he  is  pulling  a  passenger  train  between  Brad- 
ford and  Carrollton.  jNIr.  Knight  is  unmarried  and 
is  a  prominent  member  of  Division  280,  B.  of  L.  E., 
being  very  popular  with  his  fellow  workmen  and  ac- 
quaintances generally. 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


365 


PETER  KNOBLOW, 

Meadvillc,  Pennsylvania. 

A  quiet  and  unassuming  man.  yet  who  is  one  of  the 
best  and  most  popular  of  the  Erie's  engineers  is  Peter 
Knoblow.  who.  was  born  in  Buffalo.  New  York,  Au- 
gust 7,  1858.  His  father  was  Jacob  Knoblow,  a  farmer 
who  moved  to  near  Meadville,  in  i860,  where  the 
subject  of  this  sketch  attended  school  until  he  was  16 
years  of  age.  After  leaving  school  he  embarked  in  the 
coal  business  in  ]\Ieadville,  and  was  very  successful: 
but  in  1883  he  secured  a  position  as  fireman  on  the 
Erie  and  gave  up  all  other  business  connections  in 
order  to  devote  his  entire  energies  to  his  new  situa- 
tion. He  fired  six  years  on  freight  and  one  year  on 
passenger,  his  promotion  coming  in  August,  1890. 
He  was  immediately  assigned  to  a  through  freight 
run,  and  has  held  the  same  ever  since.  While  firing 
Mr.  Knoblow  was  laid  up  five  weeks  from  an  injury 
he  received  in  a  head-end  collision  near  Saegertown. 
Pennsylvania,  which  resulted  from  a  mistake  in  orders. 
Since  he  has  had  his  promotion  he  has  had  no  acci- 
dents, and  as  he  is  careful,  diligent  and  efficient,  he 
stands  high  in  the  estimation  of  the  officials.  He  owns 
fine  residence  property  in  West  Street  where  he  re- 
sides with  his  wife  and  one  child,  having  been  married 
in  September,  1880.  to  Miss  Lucy  Hamilton,  daughter 
of  James  Hamilton,  a  carpenter  and  farmer  of  Craw- 
ford County,  Pennsylvania.  Ruby  C.  their  only  child, 
is  attendin.g  school.  Mr.  Knoblow  is  affiliated  with 
B.  of  L.  E.,  Division  43;  B.  of  L.  P..  No.  207,  and 
Crawford  Lodge,  No.  734.  I.  O.  O.  F. 


JACOB  A.  KUNKLE, 
Huntington.    Indiana. 

Jacob  A.  Kunkle  was  born  May  19.  1858.  in  Gabon, 
Ohio,  and  is  the  son  of  Charles  Kunkle,  one  of  the 
oldest  farmers  of  Crawford  County,  Ohio.  Despite 
Mr.  Kunkle's  broad  acres,  well-stocked  and  equipped 
with  farming  implements,  he  could  not  get  his  boys 
to  "stick  to  the  farm."  One  by  one  they  left,  and  now 
all  four  are  railroad  engineers,  three  being  on  the 
"Big  Four"  Railroad,  and  Jacob  A.,  the  subject  of  this 
sketch,  on  the  Erie.  After  leaving  school  Mr.  Kunkle 
worked  on  his  father's  farm  until  he  was  21  years  of 
age.  beginning  his  railroad  career  on  the  "Big  Four" 
in  1882  as  a  fireman,  running  between  Gallon,  Ohio, 
and  Mason  City,  Indiana.  In  1885  he  resigned  to  ac- 
cept a  similar  position  on  the  Chicago  &  Atlantic 
under  Master  Mechanic  Ackley.  He  fired  freight  five 
years  and  passenger  two  years,  being  promoted  to 
engineer  in  i88g  by  Master  Mechanic  Joehan.  After 
running  a  short  time  he  resigned,  but  in  October  of 
the   same   year   he   returned   to   the    Erie   and   for   the 


past  nine  years  has  run  in  the  freight  service  between 
Gabon  and  Chicago,  now,  however,  running  between 
Huntington  and  Chicago.  On  September  30,  1880, 
Mr.  Kunkle  was  united  in  marriage  to  Miss  Maggie 
Rousch,  daughter  of  Conrad  Rousch,  and  they  have 
an  interesting  family  of  five  children.  Charles  Em- 
met, aged  16;  Arkson  Earl,  13;  Maggie  Edna,  10,  and 
Louis  Emerson,  7,  are  attending  public  school, 
while  Paul  E.,  the  baby,  i.s  the  especial  care  and  pride 
of  Mrs.  Kunkle's  motherly  heart.  Mr.  Kunkle  is  a 
charter  member  of  Tent  No.  10.  K.  O.  J.  M.,  of  Hunt- 
ington, and  owns  a  fine  two-story  residence  at  the 
corner  of  .Mien  and  High  Streets. 


WILLIAM  HENRY  KYLE, 
Buffalo,    New    York. 

William  Henry  Kyle,  the  subject  of  this  sketch,  was 
born  of  Scotch-Irish  parentage  in  the  Township  of 
Fullerton,  County  of  Perth.  Province  of  Ontario, 
March  n,  1S51.  At  the  early  age  of  5  he  began  his 
school  career,  walking  seven  miles  and  back  every 
day  for  three  years,  when  a  schoolhouse  was  built 
within  a  mile  of  his  father's  farm;  this  he  attended 
until  his  i6th  year,  when  he  went  to  work  for  his 
father  on  the  farm :  here  he  remained  for  two  yeaf  s, 
when  he  embarked  with  his  father  in  the  grocery 
business,  in  Cookstown,  and  remained  until  the  death 
of  his  mother.  Three  years  later,  through  the  influ- 
ence of  T.  R.  Ferguson,  M.  P.,  from  County  Simcoe, 
he  secured  a  position  on  the  police  force  of  Toronto, 
but,  developing  a  strong  taste  for  the  life  of  a  rail- 
road man,  he  made  application  and  secured  a  position 
as  brakeman  on  the  Northern  Railroad  of  Canada. 
While  holding  this  position  he  was  given  a  chance  to 
fire  through  the  sudden  sickness  of  the  regular  fire- 
man, and  so  well  did  he  perform  the  duty  that  the 
engineer  recommended  him  to  the  Master  Mechanic, 
and  on  the  next  trip  he  was  given  the  position  of  fire- 
man, which  he  held  for  two  years,  when,  a  strike  be- 
ing on.  Ik-  was  asked  to  take  out  an  engine  as  en- 
gineer, but.  true  to  the  principles  of  right,  he  re- 
fused the  flattering  offer,  thereby  securing  for  him- 
self the  illwill  of  the  Superintendent,  who.  when  the 
time  for  his  promotion  arrived,  refused  it  to  him. 
Mr.  Kyle  thereupon  asked  for  his  "time"  and  quit  the 
service.  He  came  to  Buffalo,  and  three  days  after 
arriving  here  was  given  a  position  on  the  Lake  Shore, 
where  he  remained  until  the  year  of  the  panic,  1873, 
wlien  he  chose  to  go  on  the  lake,  firing  on  the  steam- 
ship St.  Louis,  which  position  he  held  for  three  years. 
In  the  meantime  Mr.  Kyle  had  taken  out  naturaliza- 
tion papers,  becoming  a  citizen  of  his  adopted  coun- 
try.   At  the  expiration  of  his  service  on  the  St.  Louis, 


366 


ERIE    RAILWAY    EDITION. 


he  having  been  of  much  service  to  a  INIr.  Jebb,  a  sugar 
refiner,  in  securing  for  him  experts  in  tlie  various 
branches  of  sugar  refining,  he  was  offered  by  that 
gentleman  a  position  in  his  refinery  at  Peoria,  IlUnois, 
where  he  remained  until  the  dissolution  of  that  firm, 
when,  through  the  recommendation  of  Mr.  Jebb  to  Mr. 
Jewett,  then  receiver  for  the  Erie,  he  returned  to  his 
employment  of  fireman,  from  which  position  he  was 
promoted  to  the  position  of  engineer;  for  a  while  he 
was  extra,  but  for  several  years  past  he  has  had  a 
regular  engine.  In  1884  Mr.  Kyle  was  married  to 
Miss  M.  J.  Brotherton,  of  Addison,  New  York.  Their 
daughter,  Miss  Lulu  Grace  Kyle,  is  known  as  a  spe- 
cially promising  musician,  being  a  pianiste  of  rare 
ability.  In  his  younger  days  Mr.  Kyle  was  a  mem- 
ber of  the  Canadian  Volunteers,  Company  3,  5th  Bat- 
talion. Colonel  Renting  commanding;  and  later  joined 
the  Queen's  Own  Rifles,  Colonel  MacKenzie,  in  which 
capacity  he  acted  as  guard  at  the  Governor  General's 
house.  Mr.  Kyle  is  a  member  of  the  B.  of  L.  E.,  No. 
15,  having  become  identified  with  the  order  as  soon  as 
he  was  eligible  therefor.  Mrs.  Kyle  is  and  has  been 
prominently  identified  with  the  Knights  and  Ladies 
of  Honor;  she  has  occupied  the  position  of  Proctor 
and  is  now  Past  Proctor,  and  is  their  delegate  to 
Syracuse   Convention. 


ROSS   KELLS. 

New  York  City. 

(Deceased.) 

A  bright  light  went  out  in  the  railroad  world  when 
Ross  Kells  (then  Superintendent  of  Motive  Power  of 
the  Erie)  died  in  New  York  City  on  March  10,  1892. 
He  was  born  in  Steubenville,  Ohio,  January  20,  1840, 
and  at  the  age  of  16  began  his  highly  successful  rail- 
road career  as  a  brakeman  on  the  old  Steubenville  & 
Indiana  Railroad,  which  is  now  known  as  the  ''Pan 
Handle."  After  braking  a  short  time  he  went  to  firing, 
holding  this  last  position  for  two  years,  then  going 
into  the  shops  at  Steubenville  as  a  machinist's  appren- 
tice. He  worked  there  until  1864  when  he  enlisted  in 
Company  B,  iS7th  Ohio  Volunteer  Infantry,  as  a  cor- 
poral and  was  stationed  at  Fort  Delaware  during  the 
term  of  his  enlistment,  being  mustered  out  at  Camp 
Chase,  Ohio,  at  the  end  of  the  war.  He  returned  to 
railroading  and  was  stationed  at  Dennison,  Ohio,  as 
Night  Engine  Dispatcher  on  the  "Pan  Handle,"  re- 
maining a  year,  when  he  was  promoted  to  the  day 
position  as  Engine  Dispatcher.  From  that  he  was  ad- 
vanced to  gang  foreman  in  the  machine  shops,  and  in 
1870  he  was  made  general  foreman.  On  July  i,  1875, 
he  was  promoted  to  Master  Mechanic,  which  position 


he  retained  until  August  I,  1882,  when  he  severed  his 
connection  with  the  "Pan  Handle"  to  accept  the  posi- 
tion of  Superintendent  of  Motive  Power  on  the  Nev/ 
York,  Chicago  &  St.  Louis  Railroad,  with  headquar- 
ters at  Cleveland.  On  January  i,  1883,  he  resigned  to 
accept  the  same  position  with  the  New  York  &  New 
England  Railroad,  with  offices  at  Boston.  From  tliis 
place  he  returned  to  Cleveland  to  become  General 
Manager  of  the  Page  Car  Wheel  Company.  Learning 
of  Mr.  Kells'  high  qualifications  the  Erie  secured  his 
services  as  Assistant  Superintendent  of  Motive  Power 
on  February  12,  1887,  and  on  January  i,  1888,  he  was 
promoted  to  Superintendent  of  Motive  Power,  which 
place  he  held  at  the  time  of  his  death.  Mr.  Kells  was 
married  September  29,  1859,  to  Miss  Mary  Jane  Mac- 
Donald,  of  Steubenville,  Ohio,  and  four  children  were 
1)orn  to  them.  George,  the  oldest,  died  when  young; 
Julia  resides  m  Meadville;  Willard,  now  Master  Me- 
chanic of  the  Erie  at  Meadville,  and  Ross,  Jr.,  now  air 
brake  instructor  for  the  Erie  at  Hornellsville.  Mrs. 
Kells  resides  with  her  son,  Willard,  in  his  pleasant 
lionie  at   Meadville. 


FRANK 


LA  FAVER. 


Meadville,    Pennsylvania. 

The  ancestors  of  Frank  F.  La  Faver  were  among  the 
ealiest  settlers  of  Western  Pennsylvania,  hewing  their 
farms  out  of  the  woods  that  covered  this  section  of  the 
state.  His  father  was  John  P.  La  Faver,  a  prominent 
farmer  of  Crawford  County,  who  was  Deputy  Sherifif 
in  the  early  '60s.  Mr.  La  Faver  was  born  in  Craw- 
ford County,  near  the  city  of  Meadville,  Pennsylvania, 
I\Iarch  17,  i860,  and  secured  his  early  education  in  the 
district  school  of  his  community,  which  he  attended 
until  he  was  17  years  of  age.  He  then  went  to  work 
on  his  father's  farm,  following  that  vocation  for  seven 
years,  when  he  went  to  Meadville  and  engaged  with 
the  Erie  as  fireman.  This  was  on  September  15,  1884, 
and  he  continued  in  that  position  for  five  years,  being 
promoted  to  engineer  in  December,  i88g.  Since  his 
promotion  he  has  run  through  freight,  but  is  capable 
to  handle  any  train,  and  is  known  along  the  division 
as  a  fearless  yet  competent  runner,  and  his  numerous 
achievements  in  making  up  time  against  odds  have 
won  him  the  admiration  of  his  brother  engineers,  with 
whbin  he  is  on  the  most  cordial  terms.  His  first  trip 
was  made  on  engine  No.  609,  with  through  freight  to 
Salamanca;  and  in  all  his  career  on  the  road  he  has 
never  been  in  a  wreck  or  injured.  On  October  30, 
1881,  INlr.  La  Faver  was  united  in  marriage  to  Miss 
Anna  M.  Mosier,  daughter  of  Amos  Mosier,  a  farmer  of 
near  Mosiertown,  Pennsylvania.  They  have  an  inter- 
esting family  of  three  children,  two  boys  and  one  girl: 
Clyde  A.,  aged   15;    Harry  G.,  aged  14,  and  Gertrude 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


367 


N.,  aged  9,  all  of  whom  are  attending  school.  Mr.  La 
Faver  is  a  member  of  Division  43,  B.  of  L.  E.,  and 
French  Creek  Council  No.  511.  Royal  Arcanum.  He 
is  the  owner  of  fine  property  in  Meadville  and  is  one 
of  tlic  city's  most,  respected  citizens. 


ALLEN    C.    LAMBERT, 

Bergen,    New   Jersey. 

On  February  12,  1S45,  Allen  C.  Lambert  was  born 
in  Lumberland,  Sullivan  County,  New  York,  being  the 
son  of  Oliver  W.  Lambert,  who  for  forty  years  has 
been  construction  foreman  for  the  Delaware  &  Hud- 
son Company.  The  young  man  received  a  good  com- 
mon school  education,  having  been  a  close  student  un- 
til he  was  15  years  of  age,  at  which  time  he  left  off 
his  studies  to  take  up  the  more  serious  problems  of 
life.  For  three  years  he  worked  at  different  things, 
but  in  March,  1863,  he  answered  the  call  of  his  country 
by  enlisting  in  Company  B  of  the  56th  New  York  Vol- 
unteers, remaining  in  the  service  until  the  close  of  the 
war.  On  December  20,  1871,  he  began  his  railroad 
career  as  a  fireman  in  the  employ  of  the  Erie,  and  for 
nine  years  ran  on  the  New  York  Division  of  the  Eric 
between  Port  Jervis  and  Jersey  City.  In  1889  he  was 
promoted  to  engineer  and  given  a  run  on  the  New- 
York  Division  pulling  freight,  which  he  held  until  1894 
when  at  his  own  request  he  was  given  a  switch  en- 
gine in  the  Bergen  yards,  his  duties  there  giving  him 
the  opportunity  of  spending  more  time  at  home  with 
his  family.  Mr.  Lambert  is  regarded  as  one  of  the 
Erie's  most  efficient  freight  men,  and  is  highly 
esteemed  by  his  railroad  associates  and  fellow  citizens. 
He  is  a  member  of  the  Port  Jervis  Lodge,  No.  28, 
Order  of  Red  Men,  and  Port  Jervis  Lodge,  No.  328, 
F.   &  A.   M. 


FRANKLIN  LAMAN, 
Cleveland.    Oliio. 

For  thirty-three  j'ears  Franklin  Laman  has  been  an 
employe  of  the  Eric  as  engineer  and  fireman  and  he 
has  doubtless  established  a  record  by  serving  the  en- 
tire time  in  the  Cleveland  yards.  He  was  born  in 
Willoughby,  Ohio,  November  7,  1841,  where  he.  at- 
tended school  until  he  was  15  years  of  age.  He  then 
went  to  work  for  his  father.  Samuel  Laman,  a  car- 
penter and  contractor,  and  remained  in  his  employ  un- 
til 1862,  when  he  secured  a  position  as  fireman  on  the 
Pittsburg,  Ft.  Wayne  &  Chicago.  After  two  years  of 
firing  he  left  to  accept  a  position  as  stationary  en- 
gineer at  Oil  City,  Pennsylvania,  with  an  oil  com- 
pany.    He  held  this  place  four  months,  leaving  to  ac- 


cept a  similar  position  at  Marietta,  Ohio,  where  he 
remained  five  months.  In  November,  1866,  he  se- 
cured a  position  as  fireman  on  the  Erie,  and  after 
firing  two  and  one-half  years  was  promoted  to  en 
gineer,  February  10,  1869.  Since  that  time  he  has 
been  in  the  night  yard  at  Cleveland,  and  by  his  effi- 
cient work  and  constant  attention  to  business  has  won 
a  place  of  high  esteem  with  the  officials  of  the  Mahon- 
ing Division.  On  September  29,  1866,  Mr.  Laman  was 
married  to  Miss  Zella  Carter,  of  Cleveland,  and  they 
have  one  daughter,  who  is  married  to  David  White,  a 
boilermaker  in  the  employ  of  the  Erie  at  Cleveland. 
Mr.  and  Mrs.  White  have  four  children,  and  they  are 
all  favorites  with  their  grandparents.  Mr.  Laman  is  a 
member  of  B.  of  L.  E.,  Division  167,  and  is  a  property 
owner  of  Cleveland,  being  a  highly  respected  citizen 
of  the  city  and  popular  among  his  many  acquaintances, 
both  among  railroad  men  and  otherwise. 


JOHN  B.  LANE, 

Cleveland.   Ohio. 

John  B.  Lane,  one  of  the  Erie's  yard  engineers  at 
Cleveland,  was  born  at  Braceville,  Ohio,  August  9, 
1853,  where  he  secured  his  early  education.  On  leav- 
ing school  at  the  age  of  15  years  he  worked  four 
years  on  a  farm  and  then  secured  a  position  as  bridge 
carpenter  on  the  Erie.  After  eight  months'  service 
the  business  got  slack  and  he  returned  to  farming  for 
about  eighteen  months,  when  he  accepted  a  position 
at  Leavittsburg  in  the  Erie  freight  house.  He  held 
this  position  three  years  when  he  was  transferred  to 
the  coal  docks  at  the  same  place.  Three  years  later 
April  15,  1886,  he  was  advanced  to  fireman  and  for  the 
ensuing  five  years  fired  freight.  Then,  after  three 
years  more  on  passenger  he  was  promoted  to  en- 
gineer on  September  i,  1894.  Since  that  time  he  has 
done  regular  yard  work  and  is  called  for  extra  duty  on 
the  road.  His  work  has  always  been  of  a  very  high 
class  and  he  is  regarded  as  one  of  the  coming  en- 
gineers of  the  division.  He  experienced  several  severe 
accidents  while  firing,  but  since  his  promotion  his  judg- 
ment and  conservative  running  have  kept  his  record 
free  of  any  wrecks.  While  firing  passenger  between 
Cleveland  and  Youngstown  on  one  occasion  thej-  were 
running  near  Randall  at  the  rate  of  fifty  miles  an  hour 
when  they  struck  the  rear  end  of  a  frci,ght  that  was  in 
motion.  The  caboose  was  picked  up  and  shoved  back 
over  the  engine,  and  strange  to  say,  Mr.  Lane  and  the 
engineer  were  unhurt,  although  they  both  stuck  to  the 
engine.  While  riding  on  a  local  freight  that  was 
crossing  the  Mahoning  River  bridge,  between 
Leavittsburg  and  Phalanx,  the  engine  and  three  cars 
had  just  clct^red  the  bridge  when  it  went  down  with 


368 


ERIE    RAILWAY    EDITION. 


part  of  the  train,  and  the  caboose  piled  in  on  the  top  ol 
the  nine  cars  that  fell;  no  one  was  injured.  While 
firing  freight  for  George  Linehan,  now  deceased,  they 
were  coming  down  Randall  Hill  when  Mr.  Lane  got 
out  on  the  running  board  to  go  to  the  front  of  the 
engine,  to  clear  away  the  cinders.  He  fell  oflf  and 
striking  his  head  on  the  steain  chest  broke  his  nose. 
December  5,  1876,  he  was  married  to  Miss  Mary  A. 
Diehl,  daughter  of  Conrad  Diehl,  a  well-to-do  farmer 
of  Warren,  Ohio,  and  they  have  a  charming  family 
of  one  son  and  two  daughters.  Ida  M.,  aged  21,  is 
an  accomplished  musician;  Perry  C,  aged  17,  is  a 
high  school  graduate  and  holds  a  responsible  position 
in  one  of  Cleveland's  largest  business  firms;  Gertrude, 
aged  9,  is  an  elocutionist  of  great  promise.  Mr.  Lane 
is  a  member  of  Devereaux  Lodge,  No.  167.  B.  of  L. 
E.,  and  has  a  very  high  standing  as  a  citizen. 


ORA  E.  LANGWORTHY, 

Hornellsville,    New   York. 

Ora  E.  Langworthy  was  born  in  Alfred,  Allegheny 
County,  New  Y'ork,  on  March  9,  1856.  His  father  was 
James  B.  Langworthy,  a  prominent  farmer  of  that 
county,  and  the  young  man  attended  school  and 
worked  on  his  father's  farm  until  he  was  19  years  of 
age.  He  then  devoted  his  attention  exclusively  to 
farming  until  1883,  in  November  of  which  year  he  se- 
cured a  position  as  fireman  on  the  Allegheny  Division 
of  the  Erie.  He  proved  himself  a  capable  and  indus- 
trious workman,  and  his  Christmas  gift  of  1887  was  in 
the  way  of  a  promotion  to  engineer.  For  the  past 
twelve  years  he  has  run  in  the  freight  service  between 
Hornellsville  and  Salamanca,  and  has  firmly  estab- 
lished his  record  as  a  careful  and  capable  runner.  On 
November  13.  1880,  Mr.  Langworthy  was  married  to 
Miss  Ella  Hendee,  daughter  of  James  Hendee.  a  farm- 
er of  Steuben  County,  New  Y'ork,  and  they  have  one 
child,  Helen.  Mrs.  Langworthy  is  a  member  of  the 
Eastern  Star,  while  Mr.  Langworthy  belongs  to 
Lodge  No.  44,  F.  &.  A.  M.;  Steuben  Chapter,  No. 
loi;  and  Lodge  No.  47,  B.  of  L.  E.  This  estimable 
couple  reside  at  49  Van  Scoter  Street,  and  are  highly 
regarded  by  their  many  friends  and  acquaintances. 


I.  S.  LANNING, 

Hornellsville,  New  York. 

I.  S.  Lanning  came  near  ending  his  railroad  career 
on  the  descent  of  Big  Shanty  hill,  near  Bradford,  on 
one  occasion.  A  wheel  broke  and  thirty-five  cars 
were  dumped  into  the  ditch,  Mr.  Lanning  escaping  in 
some  miraculous  manner.     He  was  born,  in  Rathbone, 


New  York,  on  April  28,  1862,  and  took  service  with 
the  Erie  in  1881  as  a  fireman  on  the  Allegheny  Di- 
vision. He  was  promoted  to  engineer  in  December, 
1886,  and  has  run  in  the  freight  service  since  that  time. 
^Ir.  Lanning  was  married  in  September,  1885,  to  Miss 
Stella  Merlett  of  WoodhuU,  New  Y^ork,  and  they  have 
one  child,  Harley  M.  He  is  very  prominent  in  Ma- 
sonic circles,  belonging  to  the  Blue  Lodge,  Council 
and  Commandery,  and  is  Past  Master  of  both  the 
Blue  Lodge  and  Council.  He  is  also  affiliated  with 
Lodge  No.  345,  B.  of  L.  E.,  of  Olean,  and  takes  an  ac- 
tive interest  in  its  afifairs. 


HUGH   LARKIN. 

Cleveland,   Ohio. 

Hugh  Larkin  is  one  of  those  whose  life  history  is  in- 
corporated in  the  growth  of  the  Erie  from  a  trail  of 
surveyors'  stakes  through  the  woods  of  Ohio  to  one 
of  the  busiest  railroads  in  existence.  He  was  born  in 
Glengary,  Canada,  September  7,  1835,  and  at  the  age 
of  13  left  school  to  go  to  work  in  a  woolen  mill,  where 
he  remained  three  years,  going  then  to  a  sawmill 
where  he  worked  two  years.  When  he  was  18  years 
of  age  he  left  Canada  and  came  to  the  United  States. 
He  located  at  Akron,  Ohio,  and  went  to  work  as  a 
section  hand  on  the  Akron  &  Marietta  Railroad;  in 
two  weeks'  time  he  was  made  section  foreman,  a  posi- 
tion he  held  but  a  short  time  having  been  advanced  to 
brakeman.  In  September,  1854.  he  went  to  Cleveland 
where  he  entered  the  employ  of  :Mr.  Kingsbury,  a  con- 
tractor who  was  furnishing  ties  for  the  :Mahoning 
\'alley  Railroad,  now  the  Erie,  which  was  then  being 
constructed.  Mr.  Larkin  worked  cutting  ties  for 
nearly  a  year,  and  when  the  contract  was  finished  he 
secured  employment  with  the  construction  crew,  and 
assisted  in  laying  the  track,  working  as  a  spiker  until 
the  road  was  completed.  He  was  then  given  a  posi- 
tion as  brakeman,  but  in  March,  1856,  he  was  pro- 
moted to  fireman,  which  position  he  filled  eleven 
months,  being  then  promoted  to  engineer,  April.  1857. 
He  ran  an  engine  in  the  Cleveland  yard  for  a  year  and 
was  then  transferred  to  Girard.  Ohio,  and  given  the 
run  then  known  as  the  "roustabout,"  hauling  freight 
and  doing  the  switching  between  Girard,  Niles  and 
Mineral  Ridge.  He  had  this  run  about  a  year  and 
was  then  given  a  regular  engine  called  the  "Warren," 
and  run  a  night  coal  train  between  Cleveland  and 
Youngstown.  After  three  or  four  years  he  was  given 
a  passenger  run  between  Cleveland  and  Youngstown, 
and  it  was  the  first  regular  passenger  train  leaving 
Cleveland  in  the  morning  for  Y'oungstown.  Mr.  Lar- 
kin has  held  this  run  ever  since  and  it  is  now  the 
important   trains   7  ^md   24.   the   New   York  Vestibule 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


369 


^^ 

Jr     -***  •** 

JS^^^^KLi^ 

^K  "411'           '  K  ^W^eBk^F^^^^B 

J 

trUGH  LARKIN. 


JOSEPH  H.   LESLIE. 


370 


ERIE    RAILWAY    EDITION, 


and  Pittsburg  Limited,  respectively,  and  instead  of  the 
primitive  engine  he  ran  on  his  first  trip  he  now  has 
one  of  the  fine  new  compounds.  In  April,  1861,  Mr. 
Larkin  enlisted  on  the  first  call  for  troops  for  three 
months.  He  was  Orderly  Sergeant  in  Captain  John- 
son's company,  the  "Cleveland  Rifles."  Before  they 
were  called  to  the  front  the  captain  died  and  the  com- 
pany disbanded.  Mr.  Larkin  tiien  enlisted  for  three 
months  in  the  "Tod  Guards"  of  Youngstown,  which 
went  to  the  front  as  Company  B,  19th  O.  V.  I.  He 
>vas  in  the  battle  of  Rich  Mountain  and  saw  consider- 
able hard  service.  January  8,  1868,  he  was  married  to 
Miss  Ella  E.  Burrows,  daughter  of  Orlando  Burrows, 
a  pioneer  of  Cleveland.  They  have  three  daughters, 
two  of  whom  are  married  and  the  youngest  attend- 
ing college  in  Cleveland.  Mr.  Larkin  has  a  pleasant 
home  at  230  Jennings  Avenue,  and  is  fond  of  his 
grandchild,  Lloyd,  with  whom  he  has  many  playful 
romps.  Speaking  of  Mr.  Larkin,  a  Pittsburg  paper 
once  said,  among  many  other  things:  "The  familiar 
face  and  form  of  the  veteran  passenger  engineer,  Hugli 
Larkin,  is  known  to  everyone  residing  along  the  Ma- 
honing Division  between  Youngstown  and  Cleveland. 
In  sunshine  and  storm,  amid  the  raging  of  the  ele- 
ments, the  kindly  face  of  Engineer  Larkin  has  been 
seen  every  day  for  over  forty  years.  Since  his  first 
connection  with  the  road  he  has  retained  his  position 
through  all  the  changes  in  officials,  his  sterling  quali- 
ties being  recognized  by  all,  who  esteemed  it  a  pleas- 
ure as  well  as  a  duty  to  retain  the  services  of  such  a 
valued  employe.  No  veteran  of  the  throttle  possesses 
a  higher  record  than  Mr.  Larkin's;  always  attentive  to 
duty,  exercising  careful  judgment  and  obeying  orders 
to  the  letter  he  has  attained  a  reputation  more  en- 
during than  any  medal  of  honor."  Mr.  Larkin  is 
popular  with  the  traveling  public  as  well  as  with  the 
officials  and  his  fellow  workmen,  and  the  person  who 
rides  on  the  Mahoning  Valley  Division  frequently 
feels  safe  when  he  knows  Hugh  Larkin  is  on  the  en- 
gine. He  is  a  highly  respected  citizen  of  Cleveland 
and  a  man  whose  kindness  of  heart  is  felt  by  many  an 
unfortunate  person.  Generous,  charitable,  good  and 
honest,  his  career  has  been  one  of  continued  success, 
and  is  worthy  of  emulation.  He  has  seen  the  popula- 
tion of  Cleveland  rise  from  30,000  to  350,000,  and  dur- 
ing his  career  on  an  engine  he  has  traveled  nearly 
50.000  miles  a  year,  and  during  his  entire  career  nearly 
2.000.000  miles. 


tion  in  the  public  schools  near  his  home.  At  the  age 
of  t6  he  left  oflf  study  and  devoted  his  entire  attention 
to  farming forthe  ensuing  three  years,  entering  the  em- 
ploy of  the  Erie  in  fall  of  i86g.  For  three  years  he 
worked  as  a  fireman  in  the  winter  and  as  a  bridge 
carpenter  in  the  summer.  In  July.  1872,  he  was  given 
a  regular  run  on  a  freight  between  Susquehanna  and 
Hornellsville,  continuing  until  1879,  w'hen  he  was  ad- 
vanced to  a  passenger  run  on  the  same  division.  Two 
years  later,  in  1881,  he  was  promoted  to  engineer  and 
ran  (or  a  short  time  between  Susquehanna  and  Hor- 
nellsville, and  then,  owing  to  slack  business,  went 
back  to  firing,  running  on  the  Susquehanna,  Delaware 
and  Jefferson  Divisions.  In  1884  he  took  leave  of  ab- 
sence and  went  south,  where  for  six  months  he  ran 
an  engine  for  the  Florida  Railroad  &  Navigation  Com- 
pany between  Jacksonville  and  Tallahassee,  Florida. 
Returning  north  in  the  fall  of  1885,  he  again  went  to 
work  as  a  fireman  on  the  Erie,  and  in  1890  was  given 
a  regular  engine  which  he  has  since  run  in  the  freight 
service  on  the  Jefiferson  Division.  On  November  11, 
187S,  Mr.  Leslie  was  united  in  marriage  to  Miss  Mar- 
rella  Pickering,  daughter  of  Charles  W.  Pickering,  a 
farmer  of  Susquehanna  County.  They  have  two  prom- 
ising children,  Baer,  aged  14,  and  Ruth,  who  is  8 
years  of  age.  Mr.  Leslie  is  a  member  of  Starrucca 
Lodge,  No.  137.  B.  of  L.  E..  and  Thompson  Lodge. 
No.  866,  I.  O.  O.  F.  He  owns  a  nice  residence  in 
which  he  resides  with  his  family,  and  is  considered  one 
of  the  citv's  best  citizens. 


JOSEPH  H.  LESLIE, 

Susquehanna,  Pennsylvania. 

Joseph  H.  Leslie,  son  of  John  Leslie,  a  prominent 
farmer  of  Susquehanna  County,  Pennsylvania,  was 
born  NovcniV.er  Ti,   184S,  and  received  a  good  educa- 


SAMUEL   E.    LESTER. 
Susquehanna,    Pennsylvania. 

Samuel  E,  Lester  enlisted  in  the  3d  New  York  Vol- 
unteers under  Captain  George  B.  Fordham  in  Janu- 
ary, 1864,  and  served  during  the  remainder  of  the  war, 
being  mustered  out  in  October,  1865.  His  father, 
Henry  Lester,  is  a  prominent  farmer  of  Wayne  Coun- 
ty, Pennsylvania,  where  the  subject  of  this  sketch  was 
born  October  5.  1849.  He  attended  school  until  he 
was  13  years  of  age  and  then  engaged  in  lumbering, 
following  that  occupation  until  the  time  of  his  en- 
listment. On  returning  from  the  war  he  secured  a 
position  with  the  Delaware  &  Hudson  Coal  Company, 
running  gravity  cars  between  Carbondale  and  Oly- 
phant  for  six  months,  being  then  transferred  to  plain 
No.  2  as  head  man,  and  then  to  Archibald,  Pennsyl- 
vania, as  stationary  engineer  for  seven  months.  In 
the  spring  of  1867  Mr.  Lester  began  firing  between 
Carbondale  and  Albany,  at  which  he  remained  two 
years,  when  he  resigned  to  engage  in  lumbering.  This 
he  followed  for  seventeen  years,  returning  to  railroad- 
ing in  1886.  and  fired  on  the  Susquehanna  Division  of 


AMERICAN    LOCOMOTIVE    EKGINEERS. 


371 


SAMUEL    E.    LESTER. 


WILLIAM    LINEHAN. 


372 


ERIE    RAILWAY    EDITION. 


the  Erie  for  six  months,  being  then  advanced  to  the 
position  of  instructing  fireman  how  to  use  hard  coal. 
After  six  months  he  went  back  to  firing,  having  a  run 
on  Nos.  I  and  8  until  June,  1890,  when  he  was  pro- 
moted to  engineer  and  assigned  to  the  freight  service 
between  Susquehanna  and  Hornellsville,  where  he  has 
run  ever  since.  Mr.  Lester  was  married  May  27,  1876, 
to  Miss  Ida  M.  White,  daughter  of  George  C.  White, 
a  veteran  and  pensioner  of  the  War  of  '61.  They  have 
four  children,  of  whom  Claude,  aged  21,  is  a  veteran  of 
the  Spanish-American  War  and  now  a  boilermaker  in 
the  employ  of  the  Lehigh  Valley  Railroad;  Ora,  aged 
17.  is  married  and  lives  in  Oakland,  Pennsylvania; 
Luki,  aged  7.  attending  public  school,  and  Donald 
Lee,  the  baby,  aged  16  months.  Mrs.  Lester  is  a  mem- 
ber of  Ladies'  Auxiliary  of  the  B.  of  L.  E.,  while  Mr. 
Lester  is  prominent  in  the  affairs  of  Division  137,  B. 
of  L.  E.,  having  been  a  subordinate  officer  for  two 
terms. 


GEORGE  W.  LINEHAN, 

Cleveland,  Ohio. 

(Deceased. ,> 

George  W.  Linehan,  son  of  Daniel  Linehan,  was 
born  in  Cleveland,  Ohio,  February  22,  1864.  He  at- 
tended school  until  he  was  14  years  of  age,  when  his 
father  being  dead,  his  mother  disposed  of  the  busi- 
ness built  up  by  her  husband  and  moved  to  a  farm  in 
Wisconsin.  George  took  charge  of  the  farm  and 
managed  it  for  five  years,  when,  tiring  of  the  avoca- 
tion, he  returned  to  Cleveland  and  secured  a  position 
as  fireman  on  the  Erie.  He  was  very  apt  at  the  busi- 
ness and  after  firing  freight  three  years  and  pas- 
senger one  year  he  was  promoted  to  engineer  in  June, 
1886.  He  ran  through  freight  until  February,  1892, 
when  he  was  taken  sick  with  typhoid  fever  and  died 
in  a  few  weeks.  He  was  a  competent  and  faithful  en- 
gineer, and  in  the  short  time  he  was  on  an  engine 
gave  promise  of  developing  into  one  of  the  finest  on 
the  division.  He  was  courteous  and  kind,  and  pos- 
sessed a  genial  disposition  that  won  him  friends  wher- 
ever he  went.  In  February,  1887,  he  was  married  to 
Miss  Effie  Bowden,  of  Sharon,  Pennsylvania,  and  to 
them  was  born  one  son,  Willie,  a  bright  boy  now  11 
years  of  age.  Mr.  Linehan  was  a  brother  of  Cornelius 
and  William  Linehan.  both  of  whom  are  Erie  en- 
gineers. 


WILLIAM   LINEHAN, 

Cleveland,   Ohio, 

William  Linehan  was  born   in   Milwaukee,   Wiscon- 
sin.  March   20,   1852,   and   one   month   after  this   event 


his  father,  Daniel  Linehan,  moved  his  family  to  Cleve- 
land, where  he  went  into  the  teaming  business.     The 
young  man  attended  school  until  he  was   11   years  of 
age  when  he  commenced  driving  for  his  father.    Three 
years  afterwards  his  father  died  and  he  took  charge  of 
the   business  and   managed   it   for  his   mother.     After 
two  years  of  successful  work  they  sold   out  and   Mr. 
Linehan  went  to  work  in  the  Erie  shops  as  an  appren- 
tice.    Ater  learning  the  machinist's  trade  he  accepted 
a  position  as  such  in  the  Lake  Shore  shop  at  Cleve- 
land,   and    after    remaining    with    this    company      six 
months  left  to  take  the  place  of  Second  Engineer  on 
the   propeller   Milwaukee,   running  between   Cleveland 
and    BuiTalo,    Chicago   and   other     lake     ports.     Two 
months  afterward  there  was  a  strike  among  the  em- 
ployes of  the   Milwaukee,   and  he   accepted  a  similar 
position  on  the  P.  H.  Burkhead  in  the  lumber  business 
between    Cleveland   and    Saginaw,    with   which   he    re- 
mained the  balance  of  the  season,  going  then  to  work 
in  the  Lake  Shore  shops  again.     The  following  spring 
he  took  a  trip  to  California  where  he  secured  a  posi- 
tion as  a  machinist  and  worked  for  a  year.     He   re- 
turned to  Cleveland  the  spring  of  1874,  and  soon  se- 
cured  a   position   as   fireman   on   the    Erie.     He   fired 
freight  one  year  and  passenger  four,  receiving  his  pro- 
motion to  engineer  in  June,   1879.     For  five  years  he 
ran  an  engine  in  the  Cleveland  yards,  being  then  ad- 
vanced   to    road    engine    and    assigned    to   the    freight 
department,   where   he   has   remained   since,   acquitting 
himself  with  great  credit.     In  September,    1898.  while 
Mr.   Linehan  was  pulling  through  freight,   he   was  in 
an  accident  which  laid  him  up  for  several  weeks.     The 
local  freight  was  standing  on  the  main  line  at  Hiram, 
and  the  crew  was  busy  unloading  freight.     There  was 
a  misunderstanding  between  conductor  and  flagman  of 
the  local  freight.     The  flagman  was  on  Mr.  Linehan's 
engine   when  the   accident  occurred,   and  he   had   told 
Mr.   Linehan  that  the  local  was  not  going  to  stop  at 
Hiram,  but  they  did,   and  in  the  collision   Mr.   Line- 
han's engine  knocked  the  local  caboose  into  kindling 
wood,  the  engine  going  over  onto  her  side,  while  ten 
or  twelve  cars  were  piled  in  the  ditch.     Serious  injury 
was  avoided  by  the  crew  jumping.     While  pulling  No. 
40  between  Aurora  and   Mantua  at  about   1:30  a.   m., 
and  right  on  time.  Mr.  Linehan  saw  a  headlight  com- 
ing toward  him.     It  was  a  single  track  then  and  both 
engines  were   going  down   grade   to   certain   doom   at 
the  bottom   of  the   grade.     Mr.    Linehan   hooked   her 
over  on  sand  and  called  for  brakes,  the  other  engineer 
doing  the  same,  with  the  happy  result  of  stopping  with 
their  noses  just  a  few  inches  apart.     The  other  crew 
had    jumped    and    were    nowhere    in    sight   when    Mr. 
Linehan  dismounted  from  his  engine  and  walked  out 
to  see  why  they  had  overrun  their  orders.     Mr.  Line- 
han  is   one   of  the   oldest  as   well   as  one  of  the  best 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


373 


LEVI  LINLET. 


WALLACE   S.   LODWICK. 


374 


ERIE    RAIEWAV    EDITION. 


freight  engineers  on  the  Mahoning  Division,  and  has 
never  received  a  word  of  censure  from  the  olYicials,  in 
fact  the  communications  he  has  received  from  the 
officials  have  always  been  commendatory.  He  has 
been  a  member  of  B.  of  L.  E..  Division  167,  for  fif- 
teen years  and  owns  fine  property  in  Cleveland.  On 
August  3,  1873,  he  was  married  to  Miss  Mary  Culli- 
tan,  and  two  children  have  been  born  to  them.  Elsie, 
aged  23,  who  is  married  to  J.  C.  Smith,  and  has  one 
son,  Russell;  James,  aged  21,  is  a  fireman  for  a  large 
manufactory  at  Randall.  He  enlisted  in  the  ist  Ohio 
Cavalry,  Troop  G,  April  28,  1898,  and  served  in  the 
Spanish  War  until  September  13,  1898,  when  the  cav- 
alrv  was  mustered  out. 


LEVI    LINLEY, 

Port  Jcrvis.  New  York. 

If  years  of  faithful  service  in  his  calling  and  a  stead- 
fast devotion,  during  all  those  years  to  the  welfare  and 
best  interests  of  his  fellowmen  entitle  one  to  their 
respect  and  good  wishes,  then  in  these  facts  may  be 
found  the  explanation  of  the  affectionate  esteem  in 
which  Levi  Linley  is  held  by  his  brother  engineers. 
He  was  born  in  Sussex  County,  New  Jersey,  and  his 
first  move  in  the  game  of  life  was  to  work  for  seven 
years  for  D.  T.  Cox's  sarsaparilla  and  soda  water  con- 
cern, after  which  he  began  his  railroad  career  as  a 
brakeman  on  freight,  this  being  upon  the  Delaware 
Division,  where  he  remained  for  three  years.  About 
two  years  after  entering  this  service  while  coming  east 
on  freight  one  day  the  engineer  whistled  "brakes,"  a 
signal  almost  immediately  repeated,  and  just  at  that 
moment  the  car  upon  which  Mr.  Linley  was  standing 
left  the  track  and  plunged  down  a  forty-foot  embank- 
ment, fetching  up  against  a  stone  wall,  he  being  cov- 
ered up  completely  in  the  wreck.  The  car  was  loaded 
with  cattle,  and  after  being  thrown  over  the  wall,  Mr. 
Linley,  when  he  raised  himself,  could  put  his  hand 
upon  the  head  of  an  ox,  who  had  kept  him  company 
on  his  flying  trip.  The  conductor  came  rushing  ahead 
and  was  told  that  "Levi  was  killed,"  but  on  the  con- 
trary, he  was  at  that  time  very  busy  and  very  much 
alive,  climbing  out  of  the  wreck  toward  the  conduct- 
or's light.  When  he  came  in  sight  the  conductor  asked 
"Are  you  hurt?"  receiving  in  reply  the  statement:  "No, 
but  I've  lost  my  hat!"  Whether  Mr.  Linley  recovered 
his  hat  or  not  history  does  not  relate,  but  certainly 
he  has  not  used  it  to  "talk  through."  A  week  later, 
to  a  day,  the  car  upon  which  he  was  riding — a  fiat — 
left  the  track  and  plunged  into  the  river.  The  con- 
ductor, coming  ahead,  said  again,  "Are  you  hurt?" 
to  which  Mr.  Linley  replied:  "No,  but  they're  com- 
ing pretty  often."  After  braking  a  year  on  the  East- 
ern  Division  and  firing  freight  for  three  years  more. 


he  was  in  February,  1865,  promoted  to  engineer,  run- 
ning extra  freight  for  eleven  years,  and  then,  after 
eight  years  on  a  regular  through  freight  run,  he  was 
given  a  regular  passenger  run,  now  having  the  Orange 
County  express,  his  present  engine  being  No.  367. 
Mr.  Linley  was  married  in  Port  Jervis,  August  10. 
1864,  to  Miss  Rhoda  A.  Miller,  and  of  the  eight  chil- 
dren born  to  them  six  are  living;  being  Albert  J.,  now 
yardmaster  at  Port  Jervis;  James  H.,  fireman  on  runs 
5  and  10;  Mrs.  Elizabeth  McGrath,  of  New  York; 
Peter  E.,  with  the  Co-operative  store  in  Port  Jervis;, 
Leota  A.  and  George,  both  still  at  home  with  their 
parents.  He  joined  the  B.  of  L.  E.  in  1868,  and  at  the 
time  of  the  "Q"  strike  was  Second  Assistant  Engineer, 
his  position  requiring  the  handling  at  that  tiine  of 
large  sums  of  money.  He  was  for  a  dozen  years  a 
member  of  the  Board  of  Adjustment  of  the  system 
and  served  one  term  upon  the  Legislative  Board,  dur- 
ing that  time  attending  the  convention  at  New  York. 
As  to  politics,  Mr.  Linley  says  little.  That  is  not 
strange;  most  good  politicians  are  that  way.  He  has, 
however,  served  his  fellow  citizens  of  Port  Jervis  for 
two  years  as  alderman,  and  while  not  now  actively 
engaged  in  politics  he  usually  knows  what  is  going  on 
in  that  way.  Mr.  Linley  has  been  a  success  as  a  rail- 
road man.  He  has  a  clean  sheet,  no  accidents  wherein 
he  was  blamable  being  charged  to  his  account.  None 
the  less,  he  has  had  many  queer  and  exciting  experi- 
ences. Once,  while  serving  as  flagman,  the  accidental 
(or  providential)  stopping  of  the  engineer's  watch 
averted  a  horrible  disaster.  Again  his  engine  once  ran 
twenty  car  lengths  on  the  ties,  fifteen  cars  going  down 
the  bank,  but  no  one  was  hurt.  Twice  it  has  hap- 
pened to  him  to  have  that  fearful  experience — a  delib- 
erate suicide  before  his  very  eyes,  and  past  all  human 
help  to  prevent.  These  are  the  things  which  a  man 
carries  with  him,  burned  into  his  memory,  and  of  such 
occurrences  Mr.  Linley  had  had  his  full  share.  But 
nevertheless  he  walks  today  with  the  erect  bearing  and 
springy  tread  of  a  young  man,  and  no  passenger  rid- 
ing behind  Levi  Linley  need  fear  that  harm  will  come 
to  him  or  his  froin  the  fault  of  the  man  at  the  front. 


WALLACE  S.  LODWICK, 
Youngstown,  Ohio. 

Wallace  S.  Lodwick's  railroad  career  has  been 
punctuated  by  a  series  of  incidents  that  mark  him  as  a 
hero,  and  at  the  same  time  a  man  who  through  luck  or 
Providence— call  it  which  you  will — has  escaped  seri- 
ous injury  in  wrecks,  any  one  of  which  might  have  cost 
him  his  life.  He  was  born  in  Old  Town.  Ohio.  May 
18,  1859,  and  is  the  son  of  Geo.  W.  Lodwick,  a  black- 
smith, who,  with  his  good  wife,  now  resides  in  Youngs- 


AMKRICAX    LOCOMOTIXE    ENGINEERS. 


375 


town.  Mr.  Lodwick  left  scliool  at  the  age  of  14,  ami 
for  ten  years  followed  the  blacksmith  trade  in  Aus- 
tintown,  Ohio.  His  father  was  Sheriff  of  Mahoning 
County,  Ohio,  two  terms,  and  the  young  man  was  his 
deputy  for  the  entire  time.  In  1885,  he  began  firing 
on  the  Erie,  working  under  Engineer  J.  E.  Farell. 
.Mr.  Kells  was  Superintendent  of  Motive  Power,  and 
N.  \\'right  Master  Mechanic,  and  after  a  short  time 
Mr.  Lodwick  was  transferred  to  work  on  137,  En- 
gineer Mat  Shay's  engine,  with  whom  he  worked  over 
four  years.  He  established  a  record  of  being  one  of 
the  best  firemen  on  the  Mahoning  Division,  and  kept 
his  engine  cleaner  than  any  fireman  of  his  time.  He 
was  promoted  to  engineer  in  March,  1889,  and  has 
since  been  engaged  in  the  freight  service,  with  occa- 
sional extra  passenger  duty.  While  firing  an  excur- 
sion train  for  Engineer  Thomas  Walsh  the  train  ran 
into  an  open  switch  in  the  Youngstown  yard;  the  air 
failed  to  work  and  calling  for  his  fireman  to  save  him- 
M-It.  Engineer  Walsh  jumped  from  the  side  of  the 
cab.  Mr.  Lodwick  did  not  jump;  instead,  he  re- 
\crsed  the  engine,  gave  her  sand  and  stuck  to  her  till 
they  bumped  into  a  switch  engine  on  the  siding.  His 
presence  of  mind  saved  the  lives  and  limbs  of  many 
of  the  500  passengers  on  the  train.  For  this  heroic  ac- 
tion he  received  the  congratulations  and  thanks  of  all 
the  passengers,  and  a  nice  letter  from  the  officials  com- 
mending his  bravery.  His  son,  B.  Lodwick,  was  on 
the  train  and  was  one  of  the  first  to  grasp  his  father's 
hand  after  the  train  had  stopped.  Mr.  Lodwick  was 
in  two  head-end  collisions  while  firing  for  Engineer  R. 
Kennedy  in  1886.  Also  with  a  Shore  Iron  Company's 
engine  at  State  Line,  and  with  the  Boice  Local  engine. 
While  firing  engine  1216  in  Youngstown  yards  he 
fractured  two  ribs,  but  stuck  to  his  post  and  fired  to 
Sharon,  fourteen  miles,  after  his  injury.  December  12, 
i8g8.  when  the  Erie  got  her  first  compound  engines  for 
trains  7  and  10,  fifteen  men  in  turn  were  called  to 
take  No.  7  to  Cleveland,  but  none  of  them  would 
handle  the  engine.  Mr.  Lodwick  was  the  sixteenth  en- 
gineer called,  and  although  he  had  never  handled  an 
engine  of  that  description  he  took  the  train  to  Cleve- 
land and  made  up  fifteen  minutes  the  train  had  been 
delayed  while  the  officials  were  securing  a  man  who 
could  handle  the  new  engine.  On  March  14,  1899, 
while  running  train  83  between  Mosier  and  Girard  he 
met  with  a  peculiar  accident.  He  was  pulling  out  of 
the  Girard  Mill  yards  when  a  passenger  train  of  the 
C.  &  P.  ran  into  him.  derailing  both  engines  and 
doing  considerable  damage.  The  engineer  on  the 
passenger  train  had  mistaken  the  position  of  the 
switch  tar.gct.  and  as  a  result  of  the  accident  Mr.  Lod- 
wick had  his  spine  injured  and  was  badly  shaken  up. 
He  was  married  October  14.  1879.  to  Miss  Mary  E. 
Lanteman  of  Boardman  at  Enon  Valley.  Pennsyl- 
vania.    Thcv   have   one   son    and   one   daughter.     The 


son.  B.  Lodwick,  is  nut  yet  21  years  of  age,  and 
is  now  a  fireman  on  the  Mahoning  Division  of  the 
Erie.  He  put  his  first  fire  in  engine  236  at  the  age 
of  4  years,  and  did  his  first  regular  firing  under  the 
watchful  eye  of  his  father,  September  7,  1898.  In 
1882  the  Glass  Blowers'  Union,  then  in  session  at 
Youngstown,  voted  a  prize  to  the  most  popular  child 
in  Youngstown.  Mr.  B.  Lodwick,  then  4  years  of 
age,  was  the  winner  of  the  beautiful  token  and  prizes 
it  highly  to  this  day.  At  Mr.  Lodwick's  pleasant 
home  is  to  be  found  an  unique  pet — a  tame  gray 
squirrel,  which  he  obtained  at  Ellsworth,  Ohio,  in 
1887,  and  although  it  is  12  years  old  is  still  very  frisky. 
Mr.  Lodwick  is  a  member  of  Friendship  Lodge  329, 
B.  of  L.  E. 


ALEXANDER  W.  LOGAN. 

Akron,   Ohio. 

(Deceased.) 

Alexander  W.  Logan  was  born  in  Wigtonshire, 
■Scotland,  on  April  30,  1844.  While  Mr.  Logan  was 
still  very  young,  his  father  Alexander  McLean  Logan, 
who  was  a  railroad  man,  brought  his  family  to 
America  and  settled  in  Akron.  Mr.  Logan  attended 
school  imtil  he  was  14  years  of  age,  and  for  the  next 
succeeding  five  years  worked  on  a  farm.  In  October, 
1863,  he  went  to  work  on  the  Atlantic  &  Great  West- 
ern on  a  construction  train,  and  the  following  spring 
secured  a  regular  situation  as  fireman.  He  fired 
freight  three  and  passenger  one  year,  when  his  excel- 
lent work  was  rewarded  by  a  promotion  to  engineer. 
He  ran  freight  fourteen  years  and  had  a  passenger 
run  for  seventeen  years.  At  the  time  of  his  death  he 
had  charge  of  a  run  on  the  fast  trains  Nos.  s  and  8, 
the  New  York  Vestibule.  During  the  thirty-six 
years  he  was  in  the  employ  of  the  Erie  system,  he 
established  a  record  of  which  his  friends  are  justly 
proud.  The  accident  in  which  he  was  killed  was  the 
only  one  he  had  ever  had.  and  the  officials  have  at 
numerous  times  in  the  past  attested  their  apprecia- 
tion of  his  efficient  services.  He  was  married  to  Miss 
Mary  Graybill  at  Akron  on  November  15,  1866.  Four 
children  were  born  to  them:  Jennie  B.,  aged  31.  edu- 
cated in  Akron  and  Gallon,  is  married  to  C.  F. 
Schanck,  an  Erie  engineer,  and  lives  in  Gallon;  Mary 
E.,  died  at  the  age  of  7  months;  Jessie  E.,  aged  25, 
was  educated  in  Akron  and  is  now  teaching  school 
there;  Alexander  McLean,  aged  22.  was  educated  in 
Gallon  and  Akron.  Mrs.  Logan  died  June  6.  1896, 
and  on  January  27.  1898,  Mr.  Logan  was  married  to 
;Miss  Anna  Mather  of  Indianapolis.  Mr.  Logan  was 
a  member  of  B.  of  L.  F...  Division  16;  I.  O.  O.  F., 
.Akron   Lodge   No.  547.  and   Protective   Home   Circle, 


376 


ERIE    RAILWAY    EDITION. 


Akron  Lodge  No.  54.  He  owned  a  nice  home  prop- 
erty in  Akron  and  was  highly  regarded  in  his  com- 
munity. Mr.  Logan  was  an  earnest  and  hard  worker 
for  the  B.  of  L.  E.,  and  had  served  on  all  its  im- 
portant committees  with  great  credit.  He  met  death 
March  22,  1899,  while  running  between  seventy  and 
eighty  miles  an  hour  on  train  5,  the  fast  New  York 
and  Chicago  Vestibule.  Near  Rittman,  Ohio,  the 
engine  jumped  the  track  at  a  switch  frog,  and  turning 
over  buried  him  underneath.  Mr.  Logan  was  fearless 
and  died  as  he  always  said  he  would,  if  anything  ever 
happened,  with  his  hand  at  the  throttle.  He  was  a 
delegate  to  the  B.  of  L.  E.  conventions  in  Buffalo, 
San  Francisco,  New  York  and  Richmond,  Virginia. 
A  prominent  newspaper,  commenting  upon  Mr. 
Logan's  death,  said:  "Engineer  Logan's  death  was 
heroic.  He  had  ample  opportunity  to  jump  and  save 
his  life,  but  he  realized  the  responsibility  of  protect- 
ing his  human  freight  and  stuck  heroically  to  his 
post.  When  found  under  the  cab  of  his  engine  his 
hands  clutched  the  throttle.  Two  weeks  before  the 
accident  he  said  he  expected  to  meet  his  death  on  his 
engine.  He  was  buried  under  the  locomotive  boiler, 
the  reverse  lever  having  passed  through  his  body." 


JAMES  LOGAN, 
Kent,  Ohio. 

James  Logan,  whose  father  was  David  Logan,  a 
boilermaker  and  water  engineer  of  Scotland,  was  born 
in  the  city  of  Glasgow,  November  10,  1851.  Mr. 
Logan  came  to  this  country  in  1854  and  obtained  his 
schooling  at  Urbana,  Ohio.  In  this  city  he  ran  a 
stationary  engine  for  a  number  of  years,  entering  the 
employ  of  the  Atlantic  &  Great  Western  in  the  fall 
of  1870  as  a  fireman.  He  fired  freight  five  months 
and  passenger  eight  months,  being  then  promoted  to 
roundhouse  engineer  at  Kent.  He  held  this  position 
for  two  years  and  a  half,  being  then  promoted  to 
switch  engine  in  the  Kent  yards,  and  in  the  fall  of 
1876  was  advanced  to  road  service  in  the  freight  de- 
partment. Ten  years  later,  in  December,  1886,  he 
was  taken  sick,  and,  securing  a  leave  of  absence,  went 
to  Florida,  where  he  ran  an  engine  on  the  Florida 
Transportation  &  Navigation  Company's  road  from 
Jacksonville  to  Tallahassee,  and  from  Waldo  to  Cedar 
Keys.  He  remained  there  about  four  months  and 
then  returned  to  Kent,  where  he  resumed  work  on  the 
Erie.  After  two  weeks'  time  he  was  again  taken  sick, 
and  then  obtained  a  leave  of  absence  for  two  years. 
While  off  duty  he  was  elected  City  Marshal,  and 
served  his  time  up  to  within  two  weeks,  when  he 
returned  to  work,   and  has  remained  since,  now  run- 


ning the  Creston  local  from  Kent  to  Crcston  and  re- 
turn. Mr.  Logan  is  one  of  the  most  reliable  men  on 
the  division,  being  well  liked  by  his  associates  and 
superiors.  In  December,  1876,  he  was  married  to 
Miss  Mary  E.  Copper,  daughter  of  Stewart  Copper,  a 
stonecutter  of  Kent.  They  have  four  children:  Agnes 
L.,  aged  20,  is  a  graduate  of  Kent  High  School  and 
Hudson  University  of  Hudson,  Ohio;  Leroy  D.,  aged 
19,  educated  in  Kent,  and  now  firing  on  the  Erie,  run- 
ning out  of  Meadville;  Florence  S.,  aged  17,  a  grad- 
uate of  Kent  High  School,  and  James  M.,  aged  15, 
educated  in  Kent,  and  now  employed  in  the  Erie  shops 
at  that  place.  Mr.  Logan  is  a  member  of  the  Rock- 
ton  Lodge  No.  316,  F.  &  A.  M.  He  is  prominent  in 
the  political  and  business  world  of  Kent,  and  owns 
some   nice   property.      .^ 


GEORGE  E.  LOVELACE, 
Bradford,  Pennsylvania. 

One  of  the  most  prominent  as  well  as  one  of  the 
best  engineers  who  make  their  home  in  Bradford,  is 
George  E.  Lovelace,  who  as  a  member  of  the  Board 
of  Adjustment  for  1899,  has  become  well  known 
along  the  Erie.  He  was  born  in  Barry  County,  Michi- 
gan, August  7,  1862,  and  after  attending  school  until 
he  had  acquired  a  good  common  school  education 
began  his  busy  career  as  a  farm  hand  near  his  home. 
He  left  this  avocation  after  a  while  and  for  three 
years  worked  in  a  shingle  mill,  going  from  there  to 
the  lumber  woods,  where  he  worked  two  years.  He 
then  worked  two  years  for  a  telegraph  company,  and 
in  1879  secured  a  position  in  the  Erie  pumphouse  at 
Carrollton.  He  held  this  place  three  years,  being  ad- 
vanced to  brakeman  in  1882,  and  assigned  to  the  Brad- 
ford Division,  then  the  Bradford  Branch.  After  two 
years  he  quit  braking  and  for  a  year  and  a  half  worked 
with  the  construction  crew  on  the  West  Branch,  now 
owned  by  the  Erie.  On  Christmas  day,  1885,  he 
commenced  firing  on  the  Bradford  Division  of  the 
Erie,  and  after  two  years  and  three  months  of  efficient 
work  he  was  promoted  to  engineer,  March  2,  1888. 
Since  that  time  he  has  run  continuously  on  the  Brad- 
ford Division,  and  his  first-class  work  and  attention 
to  business  have  won  him  a  high  place  in  the  estima- 
tion of  the  officials,  while  his  fellow  engineers  esteem 
him  so  highly  that  they  have  made  him  the  Division 
representative  of  the  B.  of  L.  E.,  No.  280.  On  June 
25.  1895,  he  was  united  in  marriage  to  Miss  Winni- 
fred  Corbett  of  Johnsonburg,  Pennsylvania.  Mr. 
Lovelace  is  a  member  of  Lodge  No.  45,3.  K.  of  P., 
and  with  Mrs.  Lovelace  is  prominent  in  social  affairs 
nf  the  city. 


AMERICAN    LOCOMOTI\-E    KNGIKEERS. 


377 


JA1IL;S  LOGAN. 


GEORGE   E.    LOVELACE. 


37& 


ERIE    RAILWAY    EDITION. 


LOUIS  H.   LOVELAND, 

ClcvL-hind,    Ohio. 

Louis  H.  Loveland  conies  from  a  line  of  distin- 
guished ancestry.  His  grandfather,  Amos  Loveland, 
served  through  the  revolutionary  war,  having  en- 
listed when  he  was  but  i6  years  of  age.  Mr.  Love- 
land's  father  and  mother  are  pioneers  of  Northern 
Ohio,  and,  although  advanced  in  years,  are  living  a 
retired  life  in  Loveland.  Mr.  Loveland.  Sr..  is  60 
years  of  age  and  quite  well-to-do,  having  large  hold- 
ings of  real  estate  in  the  town  of  Loveland,  which 
takes  its  name  from  him.  The  subject  of  this  sketch 
was  born  in  that  town  on  March  26,  1862,  and  at- 
tended school  until  he  was  17  years  of  age,  when  he 
took  charge  of  a  stationary  engine  in  his  father's  saw- 
mill. Four  years  later  he  left  the  employ  of  his  father 
and    went    to    Cleveland,    where    he    secured   a   position 


AMOS  GEORGE  LOVELAND.  SON  OF 
L.  H.  LOVELAND. 

as  fireman  on  the  Erie.  He  fired  freight  two  years 
and  passenger  two  years,  being  promoted  to  engineer 
in  September,  1886.  He  ran  extra  and  fired  a  short 
time  and  was  then  given  a  regular  run  in  the  freight 
service,  with  occasional  passenger  work.  He  has 
pulled  every  train  leaving  Cleveland,  either  as  regu- 
lar engineer  or  extra,  and  has  won  a  place  of  high 
esteem  with  the  officials  by  the  display  of  his  ability 
and  judgment.  Mr.  Loveland  was  married  Septem- 
ber 29,  1891,  to  Miss  Phoebe  Grifiith,  the  accom- 
plished daughter  of  George  Griffith,  a  gas  tester  and 
well  sinker  of  New  Lisbon,  Ohio,  who  is  still  living, 
although  advanced  in  years.     This  worthy  couple  have 


one  child,  Amos  George,  a  bright  boy  of  7,  who  is  in 
the  third  grade  of  the  Cleveland  public  schools.  Mr. 
Loveland  is  a  member  of  Bigelow  Lodge  No.  243. 
F.  &  A.  M.;  Thatcher  Chapter  No.  loi;  Forest  City 
Commandery  No.  40,  K.  of  T. ;  Criterion  Lodge  No. 
68,  K.  of  P.,  and  Devereaux  Lodge  No.  167,  B.  of 
L.  E.  He  owns  a  fine  home  on  Myrtle  court  and  is  a 
valued  citizen  of  the   city. 


JOHN    B.    LOVETTE, 
Gabon,   Ohio. 

A  highly  efi'icient  engineer  of  the  Erie  and  one 
who  stands  well  in  the  estimation  of  the  officials  is 
John  B.  Lovette,  son  of  John  Lovette,  a  farmer  of  near 
Crestline,  Ohio.  J\Ir.  Lovette  was  born  in  Crestline, 
Scpteinber  4,  1849,  and  attended  public  school  until  he 
was  17  years  of  age,  when  he  went  to  Upper  San- 
dusky, Ohio,  and  for  a  while  was  clerk  in  the  post- 
office  of  that  place.  In  1873  he  secured  a  position  as 
fireman  on  the  Pittsburg,  Fort  Wayne  &  Chicago, 
and  remained  in  the  employ  of  that  company  until 
1879,  when  he  went  to  work  on  the  Erie.  After 
eighteen  months'  service  as  fireman  he  was  pro- 
moted to  engineer  and  has  since  run  an  engine  in  the 
freight  department,  with  occasional  extra  passenger 
duty.  Mr.  Lovette  has  been  highly  successful,  and 
being  a  careful  and  conservative  runner  has  never 
had  an  accident  of  any  kind.  In  1887  he  took  an  en- 
gine which  was  equipped  with  a  patent  steam  brake, 
called  the  Root  Automatic  brake,  from  Chicago  to 
New  York,  pulling  a  freight  train  over  the  road  and 
demonstrating  the  working  of  the  new  invention.  On 
December  22,  1872,  he  was  married  to  Miss  Wilda 
Paramore,  daughter  of  M.  B.  Paramore,  a  farmer  of 
near  Crestline.  They  have  four  children:  Earl  Ray, 
aged  25,  a  graduate  of  Gallon  High  School,  is  a  drug- 
gist of  Delaware,  Ohio;  Myrtle  C,  aged  20,  is  also 
a  graduate  of  Gallon  High  School:  Clyde,  aged  18. 
educated  in  Gallon,  is  storekeeper  in  Howard's  car- 
riage works  at  Gallon;  May,  aged  13,  is  now  attend- 
ing school.  Mr.  Lovette  is  a  meinber  of  B.  of  L.  E. 
No.  16,  and  Gallon  Lodge  No.  186,  K.  of  P.  He  is 
a  substantial  and  highly  respected,  resident  of  Gallon, 
having  the  good  will  of  his  fellow  engineers  and  all 
who  know  him. 


GEORGE  R.   LOWN, 

Susquehanna.   Pennsylvania. 

Mercantile  life  attracted  George  R.  Lown  immedi- 
ately after  he  left  school,  and  for  a  year  he  worked 
as  a  clerk  in  a   shoe  store  in   Susquehanna.     He  was 


AMERICAN    LoroMOTU'E    ENGINEKKS. 


GEORGE    R,    LOWN. 


WILLIS    E.    LUCE. 


380 


ERIE    RAILWAY    EDITION. 


born  in  Deposit,  New  York,  March  lo,  1865,  and 
while  he  was  yet  a  boy  his  father  moved  to  Susque- 
hanna, where  he  was  employed  as  assistant  in  the  sup- 
ply department  of  the  Erie  roundhouse  at  that  place. 
His  father  being  a  railroad  man  probably  influenced 
the  young  man  to  leave  his  place  in  the  shoe  store  and 
accept  a  position  as  engine  wiper  for  the  Erie.  After 
three  years  he  was  transferred  to  the  roundhouse, 
where  he  worked  as  engine  repairer  and  in  various 
other  capacities  until  the  fall  of  1886,  when  he  was 
advanced  to  fireman.  Four  years'  service  on  the 
Susquehanna  Division  prepared  him  for  promotion, 
and  on  February  i,  l8go,  he  was  given  an  engine  and 
assigned  to  the  freight  department  between  Susque- 
hanna and  Hornellsville.  He  is  a  member  of  Star- 
rucca  Lodge  No.  137,  B.  of  L.  E.,  and  holds  the 
esteem  of  his  brother  engineers,  at  the  same  time 
having  the  entire  confidence  of  his  superiors.  Octo- 
ber 27,  1891.  he  was  united  in  marriage  to  Miss  Mar- 
garet Gardner,  daughter  of  William  Gardner,  a  team- 
ster of  Susquehanna.  They  have  had  four  children, 
one  of  whom,  Raymond,  died  in  his  infancy.  The 
others  are  Reed.  Lulu  and  William,  the  baby,  who  is 
II  months  old.  Mrs.  Lown  is  a  prominent  member 
of  the  Ladies'  Auxiliary  to  tlie  B.  of  L.  E.  They 
live  in  Mr.  Lown's  pretty  cottage  in  Susquehanna, 
and  enjoy  the  respect  and  friendship  of  a  large  circle 
of  friends. 


WILLIS   E.    LUCE, 

Cleveland,    Ohio. 

The  career  of  Willis  E.  Luce  began  in  Troy,  New 
York,  June  22,  1859.  He  had  attended  school  but  a 
short  time  when  his  parents  removed  to  Pleasantville, 
Pennsylvania,  where  the}'  lived  three  years;  then  to 
Warren,  Ohio,  for  a  year,  and  finally  to  Cleveland. 
The  young  man  did  not  miss  any  schooling,  and  at  the 
age  of  16  was  possessed  of  a  good  education.  He 
was  given  a  situation  in  a  furniture  factory,  where  he 
learned  the  trade  of  designer,  and  then  left  to  take 
a  position  as  such  with  the  White  Sewing  Machine 
Company.  After  three  j'ears  of  successful  work  he 
decided  a  more  active  trade  would  suit  his  health  bet- 
ter, so  he  sought  and  obtained  a  position  as  fireman  on 
the  Erie.  This  was  in  May,  1880,  and  for  the  ensu- 
ing five  years  he  worked  as  fireman,  establishing  an 
enviable  record  for  ability  and  attention  to  business. 
In  June,  1885,  he  was  promoted  to  engineer,  and  for 
three  or  four  years  ran  a  yard  engine,  being  then 
advanced  to  through  freight,  which  he  has  run  ever 
since.  Mr.  Luce  has  never  had  a  serious  accident, 
and  his  efficient  and  able  career  has  won  him  the  ad- 
miration of  his  fellow  employes  and  the  respect  of  his 
superiors.      He   was   married   July    10,    1884,    to   Miss 


Katheron  Hill,  daughter  of  Robert  Hill  of  Little 
Hocking,  Washington  County,  Ohio.  Mr.  Hill  is 
one  of  the  oldest  residents  of  the  place,  and  very  much 
respected  by  all  who  know  him;  he  commenced  life  as 
a  poor  man,  but  by  strict  attention  to  business  has 
gained  the  competence  he  now  possesses.  Mr.  Luce 
is  one  of  the  ablest  engineers  on  the  Mahoning  Di- 
vision, and  is  a  member  of  Devereaux  Lodge  No. 
167,  B.  of  L.  E.,  and  for  the  past  thirteen  years  has 
belonged  to   Criterion  Lodge   No.  68,   K.   of   P. 


FRANK  LYONS, 

Rochester,   New  York. 

The  diversified  experiences  of  Frank  Lyons  have 
but  served  to  make  him  better  fitted  for  the  position 
he  holds  as  engineer  on  the  Erie's  combination  pas- 
senger and  freight,  running  out  of  Rochester.  Mr. 
Lyons  was  born  in  Avon,  New  York,  on  March  8, 
1846,  and  is  the  son  of  Patrick  Lyons,  a  farmer,  now 
deceased.  After  leaving  school  Mr.  Lyons  farmed 
for  three  years  and  then  went  west,  engaging  in  the 
summer  of  1862  as  a  chain  boy  for  a  surveying  crew 
on  the  Chicago  &  North-Western  Railroad.  He 
worked  in  this  capacity  for  nine  months  in  the  vicin- 
ity of  Fremont,  Nebraska,  beginning  to  fire  on  the 
C.  &  N.-W.  in  1863.  He  ran  for  three  months  be- 
tween Chicago  and  Fulton,  Illinois,  when  he  returned 
east,  and  for  two  months  worked  as  a  brakeman  on 
the  Rochester  Division  of  the  Erie.  In  1864  he  went 
south  and  fired  an  engine  between  Chattanooga  and 
Nashville  for  the  government,  returning  north  in 
1865.  For  a  period  of  eight  months  he  fired  an  en- 
gine on  the  Oil  Creek  Railroad,  and  then  for  a  year 
and  a  half  ran  a  stationary  engine  in  the  oil  country. 
In  1869  he  went  to  Canada  and  worked  in  the  oil 
section  there  for  eight  months,  returning  to  Roches- 
ter the  same  year.  He  secured  a  position  as  engine 
wiper  on  the  Erie  and  in  December  was  advanced  to 
fireman,  in  which  capacity  he  served  on  the  Rochester 
Division  until  1882,  when  he  was  promoted  to  en- 
gineer and  is  now  considered  one  of  the  best  and 
most  reliable  on  the  Division,  having  had  his  present 
run  for  the  past  three  years.  Mr.  Lyons  is  affiliated 
with  Lodge  No.  10,  B.  of  L.  E.,  and  the  C.  M.  B.  A. 
of  Avon.  He  lives  in  a  brick  residence  at  80  Glasgow 
street,  and  is  highly  regarded  by  his  fellow  citizens 
and  many  acquaintances. 


M.  A.  LYNCH, 
Hornellsville.    New   York. 

M.  A.   Lynch  began  his  railroad  career  as  a  water 
boy   on    the    Susquehanna   Division    of   the    Erie,   and 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


381 


M.   A.   LYNCH. 


JEREMIAH   J.    LYONS. 


382 


ERIE    RAILWAY    EDITION. 


by  painstaking  cft'ort  and  able  work  in  each  successive 
position  he  has  held  he  now  holds  a  run  on  the  El- 
mira  extra,  one  of  the  important  trains  on  the  Di- 
vision. His  father  was  a  native  of  Ireland,  and  on 
coming  to  this  country  settled  in  Susquehanna 
County,  Pennsylvania,  where  the  subject  of  this  sketch 
was  born  November  2,  1851.  He  attended  the  public 
schools  of  Friendsville,  Pennsylvania,  until  he  was 
14  years  of  age  and  then  went  to  work  on  the  Erie  as 
water  boy.  In  1870  he  was  advanced  to  brakeman, 
and  served  in  that  capacity  for  one  year,  when  he  be- 
gan firing.  Six  years  of  this  latter  work  demon- 
strated his  fitness  to  handle  an  engine,  and  in  1877, 
he  was  accordingly  promoted.  In  August,  1890.  while 
running  the  Elmira  extra,  he  ran  into  a  freight  three 
miles  east  of  Adrian.  The  freight  had  broken  down 
and  no  flagman  had  been  sent  to  protect  the  rear  of 
the  train.  A  heavy  fog  prevailed  and  Mr.  Lyncli  did 
not  see  the  train  until  they  were  within  a  few  car 
lengths.  Crying  a  warning  to  his  fireman,  jMr.  Lynch 
jumped  to  the  west-bound  track,  while  the  fireman 
jumped  from  the  right  side  of  the  cab  into  the  river. 
The  first  few  cars  of  Mr.  Lynch's  traiir  had  patent 
drawheads,  the  first  of  the  kind  used  on  the  road, 
and  this  fact  perhaps  saved  his  life,  as  the  cars  went 
up  on  the  top  of  each  other,  but  held  together.  As  it 
was  he  was  hurt  some,  but  not  seriously.  Mr.  Lynch 
has  been  a  member  of  B.  of  L.  E.  since  1878,  and 
takes  a  prominent  part  in  the  affairs  of  the  order  in 
the  local  division.  He  is  also  affiliated  with  the  C.  M. 
B.  A.  of  Hornellsville.  Mr.  Lynch  stands  high  with 
the  officials  of  the  division,  and  is  popular  with  his  fel- 
low engineers,  while  in  Hornellsville  he  is  regarded 
as  one  of  its  best  citizens. 


daughter  living.  Mr.  Lynch  has  been  second  en- 
gineer of  Lodge  47,  B.  of  L.  E.  He  is  a  member  of  the 
Catholic  Church,  and  a  man  of  high  impulse  and 
good  deeds. 


TOM    LYNCH, 

Hornellsville,  New  York. 

Prominent  as  a  citizen  and  politician,  Tom  Lynch 
is  also  numbered  among  the  best  of  the  Erie's  en- 
gineers. He  was  born  in  Mobile,  South  Carolina,  on 
November  14,  1844,  and  left  school  at  17  to  enter  the 
service  of  the  Orange  &  Alexandria  Railroad  in 
Virginia,  working  as  a  fireman  for  one  year.  In  1862 
he  secured  a  position  on  the  Erie,  firing  on  the  old 
Western  and  Susquehanna  Division  for  three  years. 
In  1866  he  was  promoted  to  engineer,  and  has  been 
running  trains  95  and  96  for  the  past  twenty-six  years. 
He  could  have  had  other  and  better  runs,  but  this  al- 
lows him  to  be  at  home  every  night  and  Sunday,  and 
that  is  a  first  consideration  with  him.  Mr.  Lynch  is 
a  Democrat,  was  an  Alderman  for  two  years,  and  is 
a  strong  influence  in  the  party  locally.  He  was  mar- 
ried in  1865  to  Miss  Julia  Healey,  and  they  have  one 


JEREMIAH  J.  LYONS, 

Susquehanna,   Pennsylvania. 

One  of  the  recentl}'  promoted  engineers  of  the 
Erie  who  gives  promise  of  developing  into  a  runner 
of  great  ability  is  Jeremiah  J.  Lyons,  who  was  born 
in  Wales,  July  s,  1863.  In  1867  his  father,  Daniel 
Lyons,  emigrated  to  America  and  settled  in  New- 
York  for  a  number  of  years,  being  now  in  the  employ 
of  the  Erie  at  Cincinnati,  Ohio.  After  receiving  his 
education,  Mr.  Lyons,  then  15  years  of  age,  began 
work  in  the  Erie  shops  at  Susquehanna  as  an  ap- 
prentice in  the  molding  department.  In  1886  he  left 
the  Erie  and  for  a  year  and  a  half  worked  for  an  axle 
company  at  Sayria,  Pennsylvania.  In  1888  he  re- 
turned to  the  employ  of  the  Erie  as  a  fireman  and 
for  the  ensuing  five  years  ran  on  freight  between 
Hornellsville  and  Susquehanna.  Three  years  of  the 
five  were  on  passenger  and  two  years  on  engine  1014 
in  the  Susquehanna  yard,  firing  for  Engineer  Stanley 
Squires,  whom  Mr.  Lyons  classes  as  one  of  the 
finest  men  he  ever  fired  for.  Since  his  promotion  to 
engineer,  which  occurred  in  January,  1899,  Mr.  Lyons 
has  been  running  extra  in  the  freight  service.  His 
marriage  occurred  September  9,  1895,  at  which  time 
he  was  united  to  IMiss  Bridget  Donahue,  daughter 
of  John  Donahue,  owner  and  proprietor  of  the  Cassa- 
wacta  House  of  Susquehanna.  This  worthy  young 
couple  are  numbered  among  the  best  of  Susque- 
lianna's  society  and  enjoy  the  friendship  of  a  large 
circle  of  acquaintances.  .Mrs.  Lyons  is  a  member  of 
the  Ladies'  Auxiliary  to  the  B.  of  L.  P.,  while  Mr. 
Lyons  is  affiliated  with  the  C.  M.  B.  A.  and  Susque- 
hanna Lodge  of  B.  of  L.  F.,No.  208,  of  which  he  has 
been   Master  for  one  term. 


ROBERT  M'BRIDE, 
Dunkirk,   New  York. 

Robert  McBride,  son  of  Abel  McBride,  a  brass  and 
iron  molder  of  Le  Roy,  New  York,  was  born  in  that 
town  on  April  14,  1835.  On  leaving  school  at  the  age 
of  14  he  secured  a  position  as  teamster  for  a  firm  of 
contractors,  who  w-ere  engaged  in  building  the  grade 
for  the  Erie  at  Dunkirk.  On  the  completion  of  this 
work  he  secured  a  place  in  the  extensive  stock  yards 
at  Dunkirk,  working  there  for  nearly  six  years.  He 
then  drove  a  team  a  while,  giving  it  up  to  enter  the 


AMERICAN    I.OCOMOTI\-E    ENGIXF.l'US. 


3S3 


ROBERT   MlBRIDE. 


WILLIAM   E.   McCALLEY. 


384 


ERIE    RAILWAY    EDITION. 


employ  of  the  Erie  under  Master  Mechanic  William 
Cooper,  and  for  the  following  six  months  worked  in 
the  car  repair  yards  at  Dunkirk.  He  was  then  pro- 
moted to  running  a  stationary  engine  in  the  round- 
house, and  from  that  to  running  a  planer  in  the  shops. 
He  then  left  this  branch  of  the  service  and  was  em- 
ployed as  a  switchman  in  the  Dunkirk  yard  for  a  year, 
and  then  was  advanced  to  firing,  running  with  En- 
gineer Judd  on  an  old  wood  burner.  He  held  this 
place  a  year  and  then  resigned  to  go  as  brakeman  on 
the  Western  Division.  For  three  years  he  ran  be- 
tween Hornellsville  and  Dunkirk,  and  then  went  back 
to  firing,  working  on  a  switch  engine  in  the  Sala- 
manca yards  with  Engineer  Pierce.  After  a  short 
time  he  was  assigned  to  road  work,  and  in  1879  was 
promoted  to  engineer.  After  his  promotion  he  made 
a  few  trips,  but  was  compelled  to  give  up  the  work  of 
engineer  on  account  of  a  double  rupture.  Since  then 
he  has  held  various  positions,  such  as  engine  hostler 
and  taking  care  of  engines,  and  at  present  is  firing  a 
switch  engine  at  Dimkirk  and  making  emergency 
runs  as  engineer.  He  is  a  faithful  and  trustworthy 
employe  and  is  a  thorough  railroad  man.  He  stands 
high  in  the  esteem  of  his  superiors  and  fellow  em- 
ployes, all  of  whom  regret  the  unfortunate  disability 
that  keeps  him  from  advancing  according  to  his 
merits.  He  was  the  second  man  to  enlist  in  1861  from 
Dunkirk,  but  was  rejected  on  account  of  his  dis- 
ability. Then,  in  May,  1864,  went  out  with  the  militia, 
to  which  he  belonged,  and  after  thirty  days  he  re- 
ceived an  honorable  discharge.  His  company  was 
also  returned  and  mustered  out.  In  December,  1854, 
Mr.  McBride  was  married  to  Miss  Elizabeth  Fetherly 
of  Sheridan,  New  York.  Three  children  were  born 
to  them,  of  whom  William,  aged  44,  is  a  brakeman 
on  the  Lake  Shore  &  Michigan  Southern;  Robert, 
aged  35.  is  yardmaster  for  the  Southern  Pacific  at 
Oakland,  California;  Carrie  died  at  the  age  of  22. 
Mrs.  McBride  died  March  25,  1888,  and  was  buried  in 
Sheridan.  In  December,  1891,  Mr.  McBride  was  mar- 
ried to  Mrs.  Georgiana  (Hill)  Connor  of  Henniker, 
New  Hanipshire.  Mrs.  McBride  belongs  to  the 
Mystic  Circle,  Women's  Relief  Corps,  and  the  Auxili- 
ary to  the  B.  of  L.  E.  Mr.  McBride  is  affiliated  with 
the  A.  O.  U.  M.  and  B.  of  L.  E.  of  Dunkirk,  having 
been  Second  Engineer  of  the  last  named  lodge  for  six 
years.  He  owns  a  fine  two-story  residence  at  120 
South  Beagle  street,  and  is  one  of  Dunkirk's  most 
estimable   citizens. 


Wiliani  McCalley,  proprietor  of  grist  mills  at  Bunker 
Hill,  Indiana.  He  attended  public  school  until  he 
was  18  years  of  age,  acquiring  in  that  time  a  good 
common  school  education.  After  leaving  school  he 
farmed  two  years  and  then  began  his  railroad  career 
in  the  construction  and  repair  department  of  the 
"Pan  Handle"  Railroad.  After  four  months'  service 
he  entered  the  employ  of  the  Wabash  Railroad  in  the 
bridge  building  department.  He  held  this  position  a 
year  and  then  accepted  employment  on  the  Erie  with 
a  grading  crew.  In  a  short  time  he  was  transferred 
to  the  machinery  department,  where  he  worked  in 
various  capacities  until  October,  1890,  when  he  was 
promoted  to  fireman.  After  eight  years  of  most 
efficient  service  as  a  fireman,  he  was  rewarded  with 
a  merited  promotion  to  engineer  in  December,  1898, 
since  which  time  he  has  been  engaged  in  the  freight 
service.  Of  the  Erie's  young  engineers  he  ranks 
among  the  best,  and  as  he  is  a  careful,  conservative 
runner  it  is  safe  to  say  that  he  will  one  day  be  one 
of  the  best  on  the  Erie  system.  He  owns  fine  prop- 
erty in  Huntington  and  is  a  citizen  of  worth,  being 
esteemed  by  all  who  know  him.  He  was  married 
August  2,  1883,  to  Miss  Allie  M.  Anderson,  daughter 
of  George  W.  Anderson,  a  stonemason  of  Hunting- 
ton, Indiana.  They  have  two  bright  children,  Alonzo 
v.,  aged  13,  and  Frank  C,  aged  6,  both  of  whom  are 
attending  school.  Mr.  McCalley  is  a  member  of 
William  Hugo  Lodge  No.  166,  B.  of  L.  F. 


WILLIAM  E.  M'CALLEY, 

Huntington,    Indiana. 

William    E.   McCalley   was  born   in    Miami   County. 
Indiana,    on     February    17,    i860.      He    is    the     son   of 


WILLIAM  H.  M'CANNON, 
Susquehanna,    Pennsylvania. 

The  thirty-eight  years  William  H.  McCannon  has 
been  an  Erie  employe  encompasses  a  rise  from  bridge 
watchman  to  the  position  of  engine  tester  for  the 
Eric  Railroad,  one  of  the  most  important  within  the 
gift  of  the  road,  for  the  judgment  of  this  man  deter- 
mines the  fitness  of  the  engines  for  use  when  they 
come  from  the  shop  after  being  repaired,  or  from  the 
factory,  trembling  from  the  strain  of  their  first 
steam.  The  son  of  a  blacksmith  and  pioneer  of 
Broome  County,  New  York,  Mr.  McCannon  was 
born  in  Kirkwood,  that  state,  March  13,  1841.  He  at- 
tended school  in  his  native  town  until  14  years  of 
age,  when,  having  acquired  an  education  that  was  far 
above  the  average,  he  entered  upon  his  active  and 
successful  career  by  learning  the  blacksmith's  trade  at 
his  father's  forge.  He  followed  this  avocation  for  four 
years,  abandoning  it  then  to  accept  a  place  as  bridge 
watchman  for  the  Erie  at  Susquehanna.  A  position 
of  this  kind  did  not  accord  with  his  active  disposi- 
tion, and.  being  capable,  he  was  soon  advanced  to  a 
place  in  the  freight  house.     .A  year  later  he  was  again 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


3gS 


Wll.LlA.M  II,   McCANNON. 


TiMOTtTY  McCarthy. 


386 


ERIE    RAILWAY    EDITION. 


advanced  to  the  motive  department  and  began  firing 
between  Susquehanna  and  Hornellsville.  Here  his 
real  genius  began  to  assert  itself,  and  the  five  years 
he  fired — two  years  on  freight  and  three  years  on 
passenger — gave  him  one  of  the  finest  records  ever 
made  by  a  fireman  on  the  division.  His  promotion  to 
engineer  in  1868  was  but  a  reward  to  his  merit,  and 
the  eighteen  years  he  ran  freight  between  Hornells- 
ville and  Susquehanna  stamped  him  as  one  of  the 
most  efficient  and  thoroughly  trustworthy  men  that 
the  company  had  in  its  employ.  During  this  period 
he  was  frequently  called  for  passenger  duty,  and  is 
now  entitled  to  a  passenger  run  should  he  choose  to 
return  to  the  ranks.  His  promotion  twelve  years  ago 
to  engine  tester  demonstrates  not  only  his  thorough 
knowledge  of  engines  and  what  they  should  be  capa- 
ble of  doing  before  being  entrusted  with  the  hauling 
■of  precious  human  lives  and  valuable  merchandise, 
but  shows  that  the  company  regards  him  as  a  man  on 
whose  judgment  they  can  rely.  This  position  requires 
that  he  be  siinply  perfect  in  his  knowledge  of  en- 
gines, and  his  record  demonstrates  that  he  is.  Since 
his  promotion  he  has  undoubtedly  handled  and  run 
more  locomotives  than  any  man  living.  He  is  the 
proud  possessor  of  many  letters  attesting  his  good 
judgment  and  general  efficiency,  and  during  the  Cen- 
tennial received  a  telegram  from  the  Superintendent 
complimenting  him  for  a  good  run  he  made  from 
Hornellsville  to  Susquehanna  with  train  No.  12,  pull- 
ing twenty-two  coaches,  with  two  train  crews  and 
but  one  engine.  Mr.  McCannon  is  highly  esteemed 
by  his  brother  engineers  and  fellow  workmen  gen- 
erally. He  is  now  and  for  the  past  seven  years  has 
been  Chief  of  Starrucca  Division  No.  137,  B.  of  L.  E. 
His  popularity  and  high  standing  along  the  entire  road 
■was  attested  by  his  election  to  the  office  of  General 
Secretary  of  the  Board  of  Adjustment  of  the  entire 
Erie  system.  He  is  also  Chairman  of  the  Local 
Board  of  Adjustment,  and  is  affiliated  with  the  Cana- 
wacta  Tribe  of  Red  Men  of  Susquehanna.  Mr.  Mc- 
Cannon was  elected  delegate  to  represent  Divisions 
1,37  and  468  in  the  B.  of  L.  E.  convention  at  Atlanta. 
Georgia,  in  1892;  was  re-elected  to  represent  them  at 
St.  Paul  in  1894,  at  Ottawa,  Canada,  in  1896,  at  St. 
Louis  in  1898,  and  still  stands  as  their  representative 
to  the  Grand  International  Division  of  the  B.  of  L. 
E..  at  the  present  time,  succeeding  himself  in  office 
each  time.  On  December  24.  1863,  he  was  united 
in  marriage  to  Miss  Mary  Caroline  Badgely,  the 
accomplished  daughter  of  N.  W.  Badgely,  a  prominent 
contractor  of  Susquehanna.  Three  children  have  been 
born  to  them,  but  one  of  whom  survives.  Frederick 
E.,  died  in  infancy;  Harry  E.,  aged  32,  learned  the 
machinist's  trade  and  is  now  a  fireman  on  trains  No. 
7  and  10;  William  B.  met  with  accidental  death  at 
the  age  of  18,  being  shot  while  camping  with  a  picnic 


party,  the  regrettable  accident  happening  while  a  num- 
ber of  the  party  were  shooting  at  a  mark,  his  death 
occurring  twenty-four  hours  afterward.  Mr.  Mc- 
Cannon owns  a  beautiful  home,  which  is  presided  over 
with  grace  by  his  wife.  She  has  two  brothers,  both 
of  whom  are  railroad  engineers,  and  belongs  to  the 
Ladies'  Auxiliary  of  B.  of  L.  E.  She  is  County 
Superintendent  of  the  railroad  work  of  the  Women's 
Christian  Temperance  Union,  and  has  done  a  vast 
amount  of  good  in  the  cause,  eliciting  the  praise  of  her 
co-workers  and  church  people  in  general.  Mrs.  Mc- 
Cannon is  a  writer  of  considerable  ability,  having  con- 
tributed many  interesting  articles  and  entertaining 
stories  to  different  magazines  and  other  periodicals, 
particularly  the  Engineer's  Journal. 


TIMOTHY  M'CARTHY, 
Sharon,   Pennsylvania. 

Born  in  Corry,  Pennsylvania,  INIarch  i,  1864,  Tim- 
othy McCarthy  attended  school  until  he  was  14  years 
of  age,  when  he  secured  a  position  as  section  hand  on 
the  Atlantic  &  Great  Western.  Three  years  later  he 
was  advanced  to  section  foreman,  a  position  he  held 
for  seven  years,  when  he  was  transferred  to  the  me- 
chanical department  and  promoted  to  fireman.  For 
the  ensuing  three  years  he  fired  freight  and  then  was 
advanced  to  passenger,  on  which  he  fired  until  Sep- 
tember I,  1897,  when  he  was  promoted  to  engineer. 
Since  that  time  he  has  fired  regularly  and  worked 
extra  as  engineer.  His  father,  Michael  McCarthy, 
was  an  employe  of  the  Erie,  and  worked  on  the 
grading  crew.  He  helped  the  road  when  it  was 
known  as  the  A.  &  G.  W.,  and  had  been  in  the  service 
of  the  eompany  twenty-two  years  when  he  was  killed 
in  a  hand-car  accident  near  Sharpsville,  Pennsylvania, 
June  17,  1882.  He  with  others  of  the  crew  were  re- 
turning from  their  work  when  their  hand-car  was 
struck  by  a  train.  Mr.  McCarthy's  father  was  so 
badly  injured  that  he  died  two  days  later.  Mr.  Mc- 
Carthy's mother  is  living  in  Sharon,  and  at  the  age 
of  78  is  hale  and  hearty,  and  does  her  own  housework 
without  aid.  While  firing  freight  for  H.  E.  Dill  on 
a  double  header  both  engines  turned  over  just  as  they 
were  going  into  Pytnatuning,  but  happily  both  en- 
gine crews  escaped  injury,  Mr.  IMcCarthy  being 
thrown  through  the  window.  He  has  the  enviable 
reputation  of  being  one  of  the  best  firemen  on  the 
Malioning  Division,  and  shows  marked  ability  when 
he  occupies  the  other  side  of  the  cab.  He  was  mar- 
ried November  26,  18S9.  to  Miss  Annie  T.  Clark, 
daughter  of  Andrew  Clark  of  Sharpsville,  Pennsyl- 
vania. Three  children  have  been  born  to  them,  one 
daughter  and  two  sons:     I\Iay  Ellen,  aged  8;  Michael 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


387 


JOHN   A.    McCAULEY. 


CLEM  A.   McCLOSKEY. 


388 


ERIE    RAILWAY    EDITION. 


James,  aged  7,  who  arc  attending  scliool,  and  An<lrc\v 
Francis,  aged  3.  Mr.  McCarthy  is  a  member  of  Ma- 
honing Lodge  No.  199,  B.  of  L.  F.,  and  takes  great 
interest  in  affairs  of  that  order,  having  been  Chairman 
of  the  Local  Board  and  Secretary-Treasurer  of  the 
General  Board  of  Adjustment  for  eight  years.  He 
also  belongs  to  Knights  of  Father  Mathew  and 
Knights  of  Columbus.  Mr.  McCarthy  owns  a  pleas- 
ant home  at  8  South  Penn  street  and  is  a  valued  citi- 
zen of  Sharon. 


JOHN  A.  M'CAULEY. 

Susquehanna,   Pennsylvania. 

John  A.  McCauley  was  one  of  Uncle  Sam's  boys 
in  blue  who  went  out  as  a  private  and  came  back  with 
shoulder  straps  and  the  rank  of  Captain.  In  June, 
1862,  he  enlisted  at  Morristown,  New  Jersey,  in  Com- 
pany C,  15th  New  Jersey  Infantry,  under  Captain  Ira 
,  J.  Lindsay.  He  served  with  distinction  in  a  number 
of  the  decisive  battles  of  the  war,  being  at  Fredericks- 
burg. May's  Heights,  Gettysburg,  the  Wilderness, 
Spottsylvania  Court  House,  Cold  Harbor,  siege  of 
Petersburg,  and  assisted  in  capturing  Petersburg,  and 
was  with  Grant  when  the  Army  of  Northern  Virginia 
surrendered  in  1865.  For  bravery  and  meritorious 
service  he  was  advanced  to  Sergeant,  then  to  First 
Lieutenant,  and  when  mustered  out  in  June,  1865,  he 
was  a  Captain  on  the  stafif  of  Brigadier  General  Will- 
iam A.  Penrose  of  the  Sixth  Army  Corps.  Mr.  Mc- 
Cauley was  born  July  17,  1843,  in  Chester  County, 
Pennsylvania,  :inj  is  the  son  of  Jdm  McCauley,  a 
contractor  and  manufacturer  of  pig  iron.  He  died  in 
Washington,  D.  C,  while  in  the  employ  of  the  govern- 
ment as  post  inspector  of  horses  for  the  army.  Mr. 
McCauley  received  a  fine  education,  graduating  from 
the  Morristown  Academy,  where  he  had  been  under 
instruction  from  Prof.  Jackson.  After  leaving  the 
ariTiy  he  became  an  employe  of  the  Southern  Express 
Company,  running  as  messenger  between  Chatta- 
nooga and  Atlanta,  Georgia,  for  a  period  of  seven 
months.  In  December,  1865,  he  accepted  a  position 
as  clerk  in  Master  Mechanic  James  B.  Gregg's  office, 
where  he  remained  four  years,  leaving  there  to  take 
a  sub-contract  on  the  grading  of  the  Jefiferson  Di- 
vision. In  1870  he  accepted  a  position  as  fireman 
and  ran  on  the  Jefferson  and  Delaware  Divisions  for 
the  next  five  years,  being  promoted  to  engineer  in 
November,  1875.  After  running  a  short  time  he  was 
advanced  to  day  engine  hostler  at  Susquehanna,  which 
position  he  has  held  for  the  last  tw-enty-five  years. 
In  February,  1872,  Mr.  McCauley  was  married  to 
Miss  Eva  H.  Griswold,  daughter  of  S.  Griswold,  a 
farmer  of  Susquehanna  County,  Pennsylvania.  They 
have   two   children,   Bessie   B.,   a   graduate   of  Susque- 


hanna High  School,  and  Lou  G.,  who  is  now  attend- 
ing the  State  Normal  School  at  Westchester,  Penn- 
sylvania. Mr.  McCauley  is  a  member  of  Starrucca 
Lodge  No.  137,  B.  of  L.  E.,  having  been  Assistant 
Engineer  for  three  terms.  He  also  belongs  to  G.  A. 
R.  Post  No.  53.  Mrs.  McCauley  belongs  to  the 
Baptist  Church  and  with  her  family  is  quite  promi- 
nent in  the  religious  afTairs  of  that  denomination.  Mr. 
McCauley  owns  a  nice  two-story  residence  and  is  re- 
garded as  one  of  the  city's  best  citizens. 


W.   F.   M'CLELLAND, 

Dayton,    Ohio. 

The  son  of  Andrew  C.  McClelland,  an  old  Erie 
engineer,  now  living  in  Tacoma,  Washington,  W.  F. 
McClelland  was  born  in  Holidaysburg,  Pennsylvania, 
on  November  17,  1851.  He  began  his  railroad  career 
on  the  Atlantic  &  Great  Western  as  a  brakeman  in 
August,  1868,  being  advanced  to  fireman  in  May, 
1869,  and  to  engineer  in  October,  1872.  He  left  the 
road  in  1875,  returning  six  months  later  as  hostler  at 
Dayton,  and  receiving  a  regular  run  as  engineer  again 
in  1S78.  He  has  ne\er  been  in  a  wreck  of  any  kind, 
but  had  the  misfortune  to  fall  from  his  engine  while 
it  was  standing,  and  so  injured  his  spine  that  he  gave 
up  road  work  and  accepted  a  yard  engine  at  Dayton. 
Mr.  McClelland  was  married  September  30,  1874,  to 
Miss  Ella  F.  Goss  of  Gallon,  and  they  have  tliree  chil- 
dren. He  is  a  member  of  B.  of  L.  E.,  Lodge  No.  16; 
Dayton  Lodge  No.  147,  F.  &  A.  M.;  Unity  Chapter 
No.  i6r  Reese  Council  No.  9,  Commandery  No.  6, 
and  Antioch   Shrine. 


CLEM  A.   M'CLOSKEY, 

Vallonia,   Pennsylvania. 

Clem  A.  McCloskey,  a  member  of  the  School  Board 
of  Vallonia  and  one  of  the  influential  citizens  of  the 
town,  was  born  in  Verango,  Pennsylvania,  June  23, 
1863.  His  father  was  Arthur  McCloskey,  a  shoe- 
maker of  that  place,  and  the  young  man  attended 
school  there  until  he  was  17  years  of  age;  then  hav- 
ing fitted  himself  to  combat  with  the  active  affairs 
of  life  he  went  to  Beaver  Falls,  Pennsylvania,  where 
he  worked  for  the  Pennsylvania  Bridge  Company  for 
some  time.  His  first  service  with  the  Erie  was  as 
fireman  at  Meadville  on  June  29,  1888.  He  fired  six- 
teen months  on  freight  and  three  years  on  passenger, 
being  advanced  to  engineer  in  February,  1893.  For 
the  past  six  years  he  has  had  a  run  on  through 
freight,  and  as  he  has  never  "scratched  paint,"  this 
fact  alone  bears  silent  witness  to  his  conservative  yet 


AMERICAN    LOCOMOXn-E    ENGINEERS. 


389 


WILLARD  E.  McCONKET. 


THOMAS  O.   McILVAINE. 


390 


ERIE    RAILWAY    EDITION. 


able  qualities  as  engineer.  On  September  19,  1891, 
Mr.  McCloskey  was  united  in  marriage  to  Miss  Mag- 
gie R.  Smith,  daugliter  of  Jacob  Smith,  a  farmer  of 
near  Venango,  Pennsylavnia.  They  have  one  child, 
Rodney  S.,  aged  7,  a  bright  lad  who  is  now  attend- 
ing school.  Mr.  McCloskey  is  a  prominent  member 
of  Division  43,  B.  of  L.  E.,  and  takes  a  great  interest 
in  the  affairs  of  the  order. 


WILLARD  E.  M'COXKEY, 

Huntington,    Indiana. 

On  March  25.  1858,  Willard  E.  McConkey  was  born 
in  Cambridge  City,  Indiana,  and  is  the  son  of  Thomas 
McConkey,  a  farmer  of  Wayne  County,  that  state. 
After  leaving  school  Mr.  McConkey  worked  on  his 
father's  stock  farm  for  a  while,  and  then  for  two 
years  was  engineer  in  the  grist  mill  at  Newcastle, 
Indiana.  He  then  secured  a  position  as  pumper  in  a 
pumphouse  for  the  Cincinnati,  Fort  Wayne  &  Louis- 
ville Railroad,  which  he  held  until  1882,  when  he  was 
advanced  to  fireman.  In  this  capacity  he  served  one 
year,  running  between  Fort  Wayne,  Connorsville, 
and  other  terminals,  and  then  returned  to  his  former 
position  as  pumper.  In  1888  he  resigned  and  worked 
for  a  while  as  cashier  in  a  restaurant  at  ^luncie,  In- 
diana. Later  in  the  same  year  he  secured  a  position 
as  fireman  on  the  Chicago  &  Erie,  under  Master 
Mechanic  Jochan,  and  after  four  years  of  capable  and 
efficient  work  was  promoted  to  engineer,  since  which 
time  he  has  been  running  in  the  freight  service  be- 
tween Huntington  and  Chicago.  On  October  10, 
1884,  Mr.  McConkey  was  married  to  Miss  Kate 
Maddy,  daughter  of  George  Maddy,  a  farmer  of  Henry 
County,  Indiana.  Three  of  their  children,  Mary 
Ethel,  Edith  Evaline  and  Edina  .Joseph,  are  attending 
school.  Thomas  Edward  is  the  youngest  since  the 
death  of  Dorothy  Daryl,  who  died  recently  at  the  age 
of  9  months.  Mr.  McConkey  is  a  member  of  William 
Hugo  Lodge  No.  166,  B.  of  L.  F.,  of  Huntington, 
and  Mrs.  McConkey  is  a  member  of  the  Ladies' 
Auxiliary  of  that  order.  Mr.  McConkey  owns  a  nice 
residence  on  Wilkerson  street,  in  which  he  resides 
with  his  family,  surrounded  by  an  admiring  circle  of 
friends  and   acquaintances. 


ISAAC  E.   M'CRACKEN, 

Bradford,   Pennsylvania. 

Isaac  E.  McCrackcn,  the  efficient  general  foreman 
and  engine  dispatcher  of  the  Bradford  Division  of  the 
Erie,  was  born  in  Paterson,  New  Jersey,  July  28,  1861, 
and   is   a    son   of   William    McCracken,   now   living   at 


Susquehanna,  Pennsylvania.  His  education  was  ob- 
tained in  the  public  schools  of  Susquehanna,  and  at 
the  age  of  17  he  entered  the  employ  of  the  Erie  as 
an  apprentice  in  the  shops.  After  four  years  he  left 
his  position  and  spent  the  ensuing  seven  years  at 
dififerent  places  in  the  west.  In  the  fall  of  1889  he  re- 
turned to  Susquehanna  and  re-entered  the  employ  of 
the  Erie  as  a  machinist.  Two  years  later  he  resigned 
and  again  went  west.  This  stay  was  not  of  so  long 
a  duration,  for  in  two  years  he  returned  east  and  was 
again  employed  by  the  Erie  as  a  machinist,  being 
stationed  at  Jersey  City.  In  August,  1894,  his  su- 
perior qualities  as  a  workman  were  given  recognition 
by  the  company  transferring  him  to  Bradford,  where 
he  was  made  general  foreman  of  the  Bradford  Di- 
vision, which  important  position  he  still  holds.  Mr. 
AlcCracken  was  united  in  marriage  April  15,  1885.  to 
Miss  Nettie  J.  Harrison,  daughter  of  William  H. 
Harrison,  a  prominent  citizen  of  Harrisburg,  Penn- 
sylvania. They  have  two  bright  little  daughters, 
Clara  M.,  aged  11,  and  Marguerite  M.,  aged  7,  who 
are  attending  school.  Mr.  AlcCracken  is  a  member 
of  Susquehanna  Council  No.  140,  and  is  a  valued 
citizen  of  Bradford. 


WILLIAM  M'DARGH, 

Gallon,   Ohio. 

Beside  being  an  engineer  of  note,  William  Mc- 
Dargh  is  a  horseman  of  some  prominence,  having 
spent  the  earlier  part  of  his  life  handling  fine  racing 
stock.  He  was  born  in  Urbana,  Ohio,  on  December 
7,  1857,  and  was  the  son  of  James  McDargh,  a  car- 
penter and  packing  house  keeper  of  that  city.  He 
attended  school  in  Urbana  until  he  was  10  years  old, 
when  he  went  with  Murphy  and  Hovey,  who  had  a 
string  of  fast  horses.  He  traveled  with  them  for 
three  years  and  then  entered  the  employ  of  John 
Harper,  another  race  horse  man,  with  whom  he  also 
remained  three  years.  He  then  returned  to  Urbana 
and  for  two  years  worked  for  Ganson  &  Co.  in  the 
livery  business,  quitting  there  to  enter  the  employ  of 
Gus  Glitter,  with  whom  he  went  to  Saginaw,  Michi- 
gan, where  he  ran  a  stable  for  James  Jerome  for  about 
three  years.  He  left  this  place  to  travel  with  Sells 
Brothers'  circus,  and  in  their  employ  traveled  through 
Michigan,  Indiana  and  Illinois.  He  then  returned 
home  and  returned  to  work  for  Ganson  &  Co.,  re- 
maining seven  years.  He  then  ran  a  stable  for  Henry 
Weaver  a  year,  quitting  there  to  assume  charge  of  a 
gang  of  men  laying  water  pipes.  Under  his  direc- 
tion they  laid  pipes  at  Richmond  and  Knightstown, 
Indiana,  Piqua,  Bradford  Junction  and  Springfield, 
Ohio.  On  October  29.  1881.  he  went  as  brakeman  on 
the   New   York,    Pennsvlvania   &   Ohio,   and   for   over 


AMERICAN    LOCOMOTR'E    ENGINEERS. 


391 


two  years  he  worked  part  of  the  time  in  the  yards 
and  part  of  the  time  on  the  road.  In  April,  1883,  he 
secured  a  position  as  fireman,  and  after  firing  freight 
two  and  one-half  years  and  passenger  one  year,  he  was 
promoted  to  engineer.  For  the  past  thirteen  years 
he  has  been  running  fast  freight  with  occasional  pas- 
senger duty.  He  has  handled  all  the  fast  trains  on 
his  division  at  different  times  and  displayed  such 
ability  as  to  win  favorable  comment  from  his  su- 
periors. He  has  had  no  accidents,  and  is  regarded 
as  a  careful,  conservative  engineer.  While  he  was  in 
Mr.  Glitter's  employ  he  handled  the  celebrated  horse 
"Grafton,"  who  was  sold  to  Robert  Bonner  for  $15,- 
000.  Mr.  McDargh  was  married  in  May,  1880,  to 
Miss  Emma  JMyers,  daughter  of  Jonathan  Myers,  a 
hardware  dealer  of  West  Liberty.  Ohio.  They  have 
two  children;  Blanche,  aged  18,  was  educated  in 
Galion  and  is  engaged  in  the  millinery  trade;  James 
Walter,  aged  11,  is  attending  school.  Mr.  McDargh 
is  a  member  of  the  B.  of  L.  E.,  Division  16,  and  is 
well  thought  of  by  his  host  of  acquaintances.  Mrs. 
McDargh  is  at  present  Treasurer  of  the  Ladies'  Aux- 
iliary of  the  Brotherhood,  and  has  been  recently  re- 
elected to  her  third  term,  having  served  two  terms  as 
.Secretarv  and  three  terms  as  Insurance  Secretary. 


ALLEN    M'DOXALD, 

Buffalo,    New    York. 

A  prominent  and  capable  engineer  is  Allen  McDon- 
ald, who  was  born  in  Buffalo  on  August  13.  1853.  His 
father  was  Allen  McDonald,  Sr.,  a  watchman  in  the 
employ  of  the  Erie  at  Salamanca,  and  after  leaving 
school  the  young  man  entered  upon  his  career  as  a 
railroad  man.  In  1868  he  secured  a  position  as  en- 
gine wiper  at  Salamanca,  and  faithfully  performed  the 
duties  that  fell  to  his  lot  until  1870,  when  he  was  ad- 
vanced to  brakeman.  He  ran  one  year  between  Sala- 
manca and  Mcadville,  and  then  accepted  a  place  as 
fireman  on  the  Delaware  Division  of  the  Erie.  Ten 
years  later,  in  January,  1881,  he  was  promoted  to  en- 
gineer, and  ran  on  the  same  division  until  March, 
1882,  when  he  resigned  and  accepted  an  engine  on 
the  New  York  &  New  England  Railroad.  He  ran 
between  Hartford  and  Fishkill  Landing  for  four 
months,  and  then  returned  to  the  employ  of  the  Eric, 
wdiere  for  the  past  eighteen  years  he  has  run  freight 
between  Buffalo  and  Bradford.  Mr.  McDonald  is  a 
single  man  and  is  devoted  to  his  calling.  He  is  one 
of  the  best  and  most  reliable  runners  on  the  division 
and  stands  very  high  in  the  esteem  of  his  superiors. 
He  is  affiliated  with  Division  No.  15.  B.  of  L.  E..  and 
was  Chief  Engineer  of  this  lodge  one  term. 


DUNCAN  G.  MACDONALD, 

Susquehanna,  Pennsylvania. 

It  is  forty-eight  years  since  Duncan  G.  MacDon- 
ald  became  an  Erie  employe,  and  forty-three  of  those 
years  have  been  spent  on  the  right-hand  side  of  the 
cab.  As  he  ran  freight  but  seven  years,  that  leaves 
thirty-si-K  years  he  has  presided  ove_r  the  destinies  of 
Erie  passenger  trains,  and  at  the  age  of  65  lie  still 
pulls  a  passenger,  Nos.  15  and  16,  between  Susque- 
hanna and  Hornellsville.  Of  course  Mr.  MacDon- 
aid  is  well  known  in  Susquehanna,  for  he  is  a  property 
owner  and  public-spirited  citizen.  He  is  also  almost 
as  well  known  all  along  the  line  from  Susquehanna 
to  Hornellsville,  for  he  has  pulled  an  engine  over 
that  particular  stretch  of  road  almost  since  its  first 
inception,  and  the  traveling  public  has  grown  up  with 
him.  He  has,  of  course,  had  his  share  of  little  acci- 
dents that  are  unavoidable,  but  his  record  is  so  clear 
that  he  stands  not  only  at  the  top  of  the  list  in  point 
of  service,  but  is  first  in  the  confidence  and  esteem 
of  the  officials.  Mr.  MacDonald  was  born  in  Delhi, 
Delaware  County,  New  York,  May  6,  1834,  and.  be- 
ing the  son  of  James  MacDonald,  a  farmer  of  that 
county,  he  attended  school  and  assisted  on  the  farm 
until  he  was  17,  when,  having  graduated  from  the 
Delhi  Academy,  he  accepted  a  position  as  freight 
clerk  in  the  Erie  freight  house  at  Susquehanna.  This 
was  in  1851,  and  two  years  later  he  left  this  place  and 
went  as  a  fireman.  One  year  on  freight  and  two  years 
on  passenger  demonstrated  his  ability  to  handle  one  of 
the  great  "iron  horses,"  and  in  June,  1856,  he  was  pro- 
moted to  engineer,  and  as  above  stated  continues 
still  in  that  capacity  at  an  age  when  many  men  retire 
from  active  life.  In  July,  1855.  Mr.  MacDonald  was 
married  to  Miss  Sarah  Moore,  daughter  of  Albert 
Moore,  a  speculator  and  dealer  in  real  estate  of  Put- 
nam County,  New  York.  Seven  children  were  born 
to  them,  two  of  whom,  Walter  and  Jennie,  died  when 
quite  young.  Emma  died  aged  23  and  Grace  died 
at  20.  Of  those  who  survive,  Belle,  aged  38,  is  mar- 
ried and  resides  in  Iowa;  Minnie,  a  graduate  of  Sus- 
quehanna High  School,  resides  with  her  parents; 
John,  aged  28,  is  foreman  of  the  Buffao  shops  of  the 
Lehigh  Valley  Railroad.  Mr.  MacDonald  is  a  mem- 
ber of  Starrucca  Lodge  No.  137,  B.  of  L.  E.,  and  is 
a  finely  educated  man,  who  has  hosts  of  friends,  all 
of  whom  bespeak  many  years  of  usefulness  yet  for 
him.  

ALEXANDER    M'FARLAND, 
Chicago,  Illinois. 

The   son   of  a    stationary   engineer,    Alexander   Mc- 
I'arland  was  born  in   Dundas,   Canada,  June  28.   1857. 


392 


ERIE    RAILWAY    EDITION. 


After  receiving  a  good  common  school  education,  he 
worked  two  years  with  a  surveying  party,  and  then 
entered  upon  his  railroad  career  as  a  wiper  for  the 
Hamilton  Northern  Railroad.  He  was  advanced  to 
fireman  in  the  spring  of  1878,  and  after  firing  three 
years  and  a  half  left  to  accept  a  similar  position  on 
the  Michigan  Central.  While  with  this  road  he  was 
promoted  to  engineer  in  the  fall  of  1881,  and  ran  an 
engine  two  years,  going  then  to  the  Chicago  & 
Grand  Trunk,  where  he  ran  one  year.  He  took  serv- 
ice with  the  Erie  in  1880,  and  has  since  run  a  yard  en- 
gine at  Chicago,  where  he  is  a  member  of  Division 
302,  B.  of  L.  E.,  and  owns  a  fine  cottage  residence. 
Mr.  McFarland  was  married  January  29,  1883,  to  Miss 
Jennie  Sellers,  of  Genesse  County.  Alichigan,  and  they 
have  an  interesting  family  of  six  children. 


WALTER  T.   M'ELWEE, 

Hornellsville,   New    York. 

Walter  T.  McElwee  was  born  in  Susquehanna 
County,  Pennsylvania,  on  January  31,  1850,  being  the 
son  of  James  McElwee,  a  farmer  of  that  county.  After 
receiving  a  good  common  school  education  he  en- 
gaged in  farming  for  a  year,  beginning  his  railroad 
career  in  the  spring  of  1867  as  a  brakeman  on  the 
Susquehanna  Division.  He  served  in  this  capacity  for 
thirteen  years,  abandoning  that  branch  of  the  service 
in  1880  to  accept  a  position  as  fireman,  and  for  the 
ensuing  years  ran  between  Hornellsville  and  Susque- 
hanna. In  1887  he  was  promoted  to  engineer  and  has 
been  running  in  the  freight  service  on  the  Susque- 
hanna Division  ever  since.  He  is  rated  as  a  compe- 
tent runner  and  exercises  the  best  of  judgment  in  the 
handling  of  trains  given  into  his  care.  In  March, 
1875,  Mr.  McElwee  was  married  to  Miss  Ella  Sper- 
ring,  daughter  of  T.  J.  Sperring,  a  wagon-maker  of 
Oxford,  New  York.  They  have  one  child,  Ernest, 
aged  12,  who  attends  public  school.  Mrs.  McElwee's 
parents,  aged  respectively  79  and  78,  make  their  home 
with  Mr.  McElwee.  They  are  a  vivacious  and  pleas- 
ant couple,  whose  presence  brings  happiness  to  this 
model  home.  Mr.  McElwee  is  a  member  of  Lodge 
No.  169,  B.  of  L.  E. ;  Lodge  No.  47,  B.  of  L.  E.,  and 
the  I.  O.  O.  F.  of  Hornellsville.  He  owns  a  fine  home 
at  14  East  avenue  and  enjoys  the  fullest  respect  of  his 
fellow  citizens. 


CHARLES  H.  M'GILVRAY, 
Newark,  New  Jersey. 

Thirteen  is  the  number  of  battles  in  which  Charles 
H.  McGilvray  served  in  the  late  Civil  War.  certainly 
an  unlucky  lunnher  according  to  the  popular  supersti- 


tion, but  fortunately  Mr.  McGilvray  was  not  supersti- 
tious when  it  came  to  that  thirteenth  battle,  and  ere 
it  was  time  for  the  fourteenth  he  was  mustered  out, 
having  served  from  1861  to  1864  in  Battery  A  of  the 
New  Hampshire  Artillery,  under  Captain  George  H. 
Gerrish.  Mr.  McGilvray,  who  is  the  son  of  Henry 
McGilvray,  a  lumber  dealer  of  Nassau,  New  Hamp- 
shire, was  born  in  that  city  on  May  9,  1841.  He  se- 
cured a  good  common  school  education  and  then 
learned  the  machinist's  trade,  having  been  head  ma- 
chinist in  Amos  Grigg's  machine  shop  in  Manches- 
ter, New  Hampshire,  prior  to  i860.  In  the  fall  of 
that  year  he  took  service  with  the  Boston  &  Lowell 
Railroad,  working  as  a  machinist  in  the  shop  and 
running  as  extra  fireman  when  his  services  were  re- 
([uired.  On  returning  from  the  war  he  took  a  course 
in  an  eastern  college,  but  on  October  17,  1866.  gave 
up  the  idea  of  following  a  business  life  and  accepted 
a  position  as  fireman  on  the  Erie.  Two  v-cars  later 
he  was  promoted  to  engineer  and  ran  freight  until 
1879,  when  he  was  transferred  to  a  switch  engine  in 
the  Newark  yards,  which  he  has  run  for  the  past 
twenty  years.  Mr.  McGilvray  was  married  on  ISIay  3. 
1S66.  to  Miss  Nettie  Quimby,  daughter  of  David 
Quiniliy.  a  shoe-dealer  of  Manchester,  New  Hamp- 
shire. They  have  one  child,  Lewis,  a  stenographer 
and  typewriter.  Mr.  McGilvray  belongs  to  Lodge  135. 
B.  of  L.  E.;  Markasell  Ward  Post.  G.  A.  R..  and 
.\merica  Lodge  No.  143.  K.  of  P.  He  owns  a  fine 
home  at  54  Broad  street  and  has  the  highest  esteem 
of  his  many  friends  and  acquaintances. 


PHILIP   W.    M'GOVERN, 
Youngstown,  Ohio. 

The  American  youth,  when  thrown  upon  his  own 
resources,  rises  to  the  occasion  and  acquits  himself  in 
a  manner  that  gains  the  praise  of  the  world.  Philip 
W.  McGovern  is  an  example  of  this  class.  He  was 
born  in  Washington,  New  Jersey,  November  17,  1864. 
and  was  the  son  of  Michael  McGovern  of  that  place. 
At  the  age  of  7  his  father  died,  and  the  boy  was  forced 
to  leave  school  to  earn  his  own  living  and  help  in  the 
support  of  the  famil}'  of  five  children  and  a  widowed 
niotlier.  who  is  now  living  in  Cleveland  at  the  age  of 
71  years.  He  secured  employment  as  a  bolt  assorter 
in  the  Rogers  Locomotive  Works  and  worked  there 
until  he  was  15  years  of  age,  when  he  was  given  a  posi- 
tion as  brakeman  on  the  Lake  Shore  &  Michigan 
Southern  Railroad.  He  retained  this  place  four  years, 
leaving  to  accept  a  similar  position  with  the  Erie  in 
1883.  Eighteen  months  later  he  met  with  a  severe  ac- 
cident, his  left  foot  being  run  over  and  crushed  while 
switching.     He  was  laid  up  for  over  si.x  months,  and 


AMERICAN    LOCOiNtOTIVE    ENGINEERS. - 


393 


when  fully  recovered  was  advanced  to  fireman.  In 
that  capacity  he  served  ten  years  on  freight  and  two 
years  on  passenger.  In  September,  1895,  his  long  and 
faithful  service  was  rewarded  by  promotion  to  en- 
gineer, since  which  time  he  has  been  engaged  in  the 
freight  department  and  running  yard  engine.  He  was 
married  on  May  12,  1884,  to  Miss  Margaret  McCoy,  of 
Nottingham.  Ohio,  and  they  have  an  interesting  fam- 
ily of  three  children.  I\Ir.  McGovcrn  belongs  to  For- 
est City  Lodge  No.  10,  B.  of  L.  F..  and  is  a  type  of  the 
self-made  man  that  commands  the  respect  and  ad- 
miration of  acquaintances,  and  he  is  esteemed  by  all. 


THOMAS  O.   M'lI.VAINE. 

Huntington,    Indiana. 

Thomas  Oscar  Mcllvaine  was  born  in  Bellefon- 
taine,  Ohio,  August  27,  1852,  and  graduated  from  the 
High  School  at  that  place  in  his  i8th  year.  His 
lather,  John  A.  Mcllvaine,  was  then  sheriff  of  Logan 
County,  and  afterwards  was  elected  Clerk  of  the  Com- 
mon Pleas  and  District  Court.  From  school  young 
Mcllvaine  went  into  this  office  as  Deputy  Clerk,  and 
remained  there  till  1875.  It  was  then  he  began  his  suc- 
cessful railroad  career,  first  with  the  Cleveland,  Co- 
lumbus, Cincinnati  &  Indianapolis  Railroad  as  fireman 
i^n  freight  engines  for  two  years;  then  on  the  Cin- 
cinnati, Hamilton  &  Dayton,  and  the  Lake  Erie  & 
Western,  and  about  one  year  on  passenger  locomo- 
tives. He  was  promoted  to  an  engine  in  1878  on  the 
L.  E.  &  W.  From  that  road  he  went  to  the  Toledo  & 
Ohio  Central,  where  he  remained  until  1882.  Septem- 
ber 20  of  that  year  he  began  running  an  engine  on  the 
Erie,  and  has  been  in  continuous  service  ever  since. 
At  present  he  draws  trains  5  and  8,  the  New  York 
"Flyers,"  and  has  had  these  runs  nine  years.  Mr.  Mc- 
llvaine was  married  in  1876  at  Bellefontaine  to  Miss 
Carrie  E.  Reed,  who  died  in  1892.  On  January  21, 
1894.  at  Wabash,  Ind..  Mr.  Mcllvaine  married  Miss 
Helen  M.,  daughter  of  Jilajor  ^I.  H.  Kidd,  member  of 
the  Dawes  Commission  under  President  Cleveland's 
last  administration.  At  the  time  of  their  marriage 
Miss  Kidd  was  a  student  of  medicine  at  the  North- 
western University  of  Chicago.  Continuing  her 
course  she  graduated  that  year  and  engaged  in  the 
practice  of  medicine.  Today  she  stands  high  in  her 
profession  and  enjoys  a  splendid  practice.  Mr.  Mc- 
llvaine is  a  painstaking,  conscientious  engineer  and 
no  man  stands  higher  in  the  estimation  of  his  superior 
officers.  In  1892  Mr.  Mcllvaine  made  one  of  the  fast- 
est runs  ever  made  on  the  Erie  lines.  It  was  between 
Huntington  and  Marion  Junction,  a  distance  of  128 
miles,  made  in  141  minutes.  Sixteen  minutes  were 
lost  in  stopping  for  water  and  at  crossings,  so  that  the 


actual  running  time  was  a  little  better  than  a  mile  a 
minute.  He  received  a  letter  of  congratulation  from 
General  Superintendent  Moorhead  and  was  personaily 
thanked  by  President  E.  B.  Thomas,  whose  special 
train  it  was  that  he  was  pulling.  Mr.  and  Mrs.  Mcll- 
vaine have  one  child.  Meredith  Kidd  Mcllvaine.  A 
correct  history  of  the  Erie  Locomotive  Engineers 
could  not  be  written  without  an  extended  sketch  of  the 
life  and  work  of  Mr.  Mcllvaine. 


JAMES    M'KEE, 

Meadville,    Pennsylvania. 

Success  in  life  belongs  only  to  the  man  wlm  hustles; 
the  man  who  depends  on  luck  to  carry  him  through 
never  gets  beyond  some  petty  position  that  barely  af- 
fords him  a  living.  But  James  McKee  was  ambitious, 
and  he  also  was  endowed  with  ability,  hence  he  rose 
from  an  office  boy  to  the  position  he  now  occupies — a 
trusted  and  efficient  engineer  on  the  great  Erie  Rail- 
road. His  father  was  James  McKee,  Sr.,  a  teamster 
of  Meadville,  and  in  that  city  he  was  born  August  2, 
1862.  After  attending  school  until  he  was  13  years  of 
age  he  accepted  a  position  as  office  boy  in  the  Re- 
ceiver's office  of  the  Atlantic  &  Great  Western  Rail- 
road at  Meadville.  He  held  this  place  four  years, 
being  promoted  to  call  boy  in  1879.  In  November, 
1881,  he  was  advanced  to  fireman  and  acquitted  him- 
self so  creditably  in  this  position  that  in  November, 
1887,  he  was  promoted  to  engineer.  The  twelve  years 
he  has  run  an  engine  in  the  freight  service  has  demon- 
strated his  high  ability,  and  he  is  considered  so  capa- 
ble by  the  officials  that  he  is  often  called  for  extra  pas- 
senger duty.  He  is  another  of  those  fortunate  en- 
gineers who  have  never  been  in  a  wreck  of  any  de- 
scription, nor  received  an  injury  in  the  pursuit  of  their 
hazardous  calling.  Mr.  ^IcKee  was  united  in  mar- 
riage October  3,  1893,  to  Miss  Mary  Egan,  daughter 
of  John  Egan,  a  farmer  of  near  Corry.  Pennsylvania, 
and  they  are  numbered  among  Meadville's  most  select 
circle.  Mr.  McKee  is  a  member  of  B.  of  L.  E.,  Divi- 
sion No.  43;  Northwestern  Lodge  No.  164,  K.  of  P. 
of  Meadville,  and  the  C.  M.  B.  A.  of  Corry.  He  was 
a  charter  tnember  of  the  Meadville  lodge.  B.  of  L.  F.. 
and  was  its  secretary  for  three  years. 


FRANK  M'KERNAN, 

(Deceased.) 

Susquehanna,  Pennsylvania. 

Frank  McKernan  has  come  up  to  his  present  posi- 
tion as  engineer  by  the  route  that  makes  efficient  and 
reliable  handlers  of  engines.  He  was  born  in  Sus- 
quehanna, December  28,  1871,  and  is  the  son  of  Owen 


394 


ERIE    RAILWAY    EDITION. 


McKernan,  a  carpenter  in  the  employ  of  the  Eric. 
The  young  man  devoted  himself  assiduously  to  his 
studies  until  he  was  13  years  of  age,  at  which  time  he 
began  his  railroad  career  as  a  wiper  in  the  Erie  round- 
house at  Susquehanna.  He  spent  five  years  in  this 
primary  school  for  engineers,  but  his  work  was  always 
first  class  and  he  was  graduated  to  a  higher  place,  that 
of  fireman,  in  August,  1889.  As  a  fireman  he  ran  ex- 
clusively on  the  Delaware  Division,  where  he  estab- 
lished a  record  during  his  eight  years  of  service  to 
which  he  can  point  with  pride.  In  October,  1897,  he 
was  promoted  to  engineer  and  is  at  present  running 
extra  between  Port  Jervis  and  Susquehanna.  He  is  a 
member  of  Keystone  Lodge  No.  208,  B.  of  L.  E.,  and 
is  popular  among  his  fellow  men.  He  also  stands  hi.gh 
in  the  estimation  of  his  superiors,  who  predict  that 
he  will  one  day  be  one  of  the  best  men  on  the  divi- 
sion. Mr.  McKernan  is  unmarried  and  a  favorite  in 
the   social   circles   of  the   citv. 


JAY   M'KINNEY, 
Buft'alo.    New   York. 

A  true  native  of  the  Empire  State  is  Jay  McKinney. 
Born  in  Montgomery  County  in  1847,  he  began  his 
schooling  at  Amsterdam,  and  continued  it  at  Avon, 
Livingston  County,  whither  his  family  removed  in 
i860.  The  glistening  engines,  the  clanging  bells,  the 
"st-st"  of  the  piston-rod,  and  the  roar  of  the  escaping 
steam,  all  held  a  strange  fascination  for  the  lad,  and 
the  grimy  faces  of  engineer  and  fireman,  descending 
from  the  cab  at  the  end  of  a  run,  or  peering  sharply 
out,  as  the  iron  horse  shrieked  its  way  o'er  mountain 
and  valley,  past  peaceful  farms  and  bustling  cities, 
were  more  attractive  to  him  than  the  tales  of  Robin- 
son Crusoe  and  Captain  Kidd  were  to  his  school-fel- 
lows; and  to  hear  the  stories  of  the  trainmen,  as  they 
waited  on  the  rounds,  was  as  thrilling  to  him  as  were 
the  tales  of  Long  John  to  the  hero  of  Stevenson's  de- 
lightful "Treasure  Isle."  As  soon,  therefore,  as  he  had 
left  school,  young  Jay  obtained  a  position  in  the  Erie 
shops,  first  as  wiper,  then  as  watchman,  as  the  first 
and  most  prosaic  rounds  in  that  ladder  which  he  de- 
termined to  climb,  until,  reaching  the  top.  he  should 
put  forth  his  hand,  grasp  the  lever  of  his  engine  and 
envy  no  man.  Step  by  step,  round  by  round,  did  he 
mount  that  ladder,  until  the  goal  was  reached,  and  he 
is  now  known  as  a  careful,  conscientious  employe,  and 
one  who,  in  the  ordinary  course  of  events,  would  rise 
still  higher  in  his  chosen  profession.  Mr.  McKinney 
commenced  firing  on  a  way  freight,  thirty  years  ago. 
between  Avon  and  Corning,  under  Richard  Welch.  A 
year  later  he  was  put  on  the  way  between  Avon  and 
Attica,  and.  after  firing  extra  in  yard  and  on  passenger 


trains,  was  promoted  to  engineer  on  the  Rochester 
Division.  After  some  months'  service  in  this  capacity 
he  was,  at  his  own  request,  transferred  to  a  switching 
engine  at  Bufifalo,  where  he  has  remained  ever  since. 
Unlike  the  majority  of  his  fellows,  Mr.  McKinney  has 
not  joined  the  ranks  of  the  Benedicts.  That  this  is  his 
own  fault  is  a  matter  of  course.  As  a  matter  of  course, 
too.  he  is  a  member  of  the  Brotherhood,  having  joined 
it  at  the  earliest  possible  opportunity,  twenty-six 
years  ago.  He  has  held  the  position  of  First  Assist- 
ant Engineer  of  No.  15.  and  was  also  Chaplain  for  one 
year.  He  is  a  member  of  Grace  M.  E.  Church,  and 
evinces  much  interest  in  the  good  work  of  that  body. 
He  is  also  a  member  of  the  Masonic  fraternity,  being- 
Master  Mason  of  Lodge  498,  De  Molia,  for  three 
years.  Of  course,  with  so  long  a  term  of  service,  Mr. 
^IcKinney  has  not  come  cut  scatheless.  In  1872  he 
had  a  collision,  partly  on  account  of  attempting  to 
make  too  close  a  run,  and  partly  because  he  was  not 
held  upon  going  into  the  station.  No  one,  however, 
was  injured  by  the  collision,  he  and  his  fireman  saving 
themselves  by  jumping. 

JOHN   F.   ^I'MANAMY, 

Gabon,    Ohio. 

Besides  being  an  engineer  of  ability  John  F.  Mc- 
^Nlanarny  has  demonstrated  that  he  is  possessed  of 
what  is  iTiost  essential  to  the  successful  engineer — a 
cool  and  level  head  when  danger  is  imminent.  He 
was  born  near  Glasgow,  Scotland,  January  29,  1866. 
His  father  was  Frank  McManamy,  who  brought  his- 
family  to  the  United  States  in  1869.  and  settled  at  At- 
water,  Ohio.  The  young  man  left  school  when  he 
was  10  years  of  age  and  for  the  next  three  years 
worked  successively  at  coal  mining,  farming  and  boiler 
making  in  Portage  County,  Ohio.  As  a  hardy  lad  of 
I,;  he  began  work  as  a  section  hand  on  the  Cleveland 
&  Pittsburg  Railroad  at  Atwater  in  1879,  and  worked 
in  that  capacity  for  five  years,  when  he  secured  a  posi- 
tion as  brakeman  on  the  same  road.  A  year  later  he 
accepted  a  similar  position  on  the  New  York,  Pennsyl- 
vania &  Ohio,  running  out  of  Gallon,  and  in  1887  be- 
gan firing.  After  eight  years  of  service,  part  on 
freight  and  part  on  passenger,  he  was  promoted  to 
engineer  in  October,  1895,  and  made  his  first  trip  to 
Kent  and  return  on  engine  643,  with  through  freight. 
He  was  set  back  to  firing  in  1895,  and  in  1896  he  was- 
re-promoted  and  is  now  running  in  the  freight  serv- 
ice. In  1893,  while  firing  for  M.  A.  Richsecker,  Mr. 
McManamy  used  but  one  tank  of  coal  in  running  to 
Kent  and  return  via  Crestline,  w-ith  a  train  of  twelve 
cars  each  way.  He  is  in  possession  of  a  personal  let- 
ter from  President  E.  B.  Thomas,  dated  at  Cleveland, 
September    29,    1888,    thanking    him    for    his    efforts    ir* 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


ses 


JAMES    McKEE. 


P.   H.   McNERNEY. 


396 


ERIE    RAILWAY    EDITION. 


apprising  the  passengers  at  Rittman  of  tlieir  danger 
when  the  fourth  section  of  No.  5  was  wrecked  by  the 
local  freight.  He  also  has  a  letter  from  Superintend- 
ent Allen  dated  Gallon,  September  16,  1896,  commend- 
ing his  cool-headedness  in  averting  more  serious  dam- 
age by  applying  the  emergency  air  brake  when  train 
No.  5  and  extra  east  No,  1200  collided  at  Enon. 
Again  at  Akron,  when  just  entering  the  city,  his  train 
broke  in  two,  and  the  head  brakeman  was  so  fright- 
ened he  did  not  know  what  to  do;  Mr.  McManamy 
climbed  back  over  the  tender  and  set  the  brakes  on 
thirteen  cars  just  in  time  to  stop  the  train,  which  was 
going  down  grade  and  in  imminent  danger  of  collision. 
Mr.  McManamy  owns  line  property  in  Gallon  and  is  a 
highly  respected  citizen.  He  is  a  member  of  B.  of  L. 
F.,  No.  107.  and  Branch  7,  C.  K.  of  O.  He  was  mar- 
ried April  28,  1892,  to  Miss  Nellie  Barry,  daughter  of 
Robert  Barry,  a  native  of  Ireland,  and  now  an  em- 
ploye of  the  Erie  at  Pavonia.  They  have  three  bright 
little  children:  Robert  J.,  aged  6.  is  now  attending 
school;  Marguerite  A.,  aged  4.  and  the  baby,  Mary  E., 
aged  two  months. 


JOHN  J.   M'NEILL, 
Cleveland,   Ohio. 

The  subject  of  this  sketch,  John  J.  McNeill,  was 
born  in  London,  England,  on  October  4.  1864,  his 
parents  emigrating  to  New  York  when  he  was  8  years 
of  age.  Mr.  jNIcNcill  acquired  a  good  common  school 
education  and  then  secured  a  situation  as  bookkeeper, 
in  which  capacity  he  worked  two  years.  His  next 
place  was  with  a  clothing  firm,  ■  being  compelled  to 
give  that  up  on  account  of  poor  health.  In  January, 
1886,  he  secured  a  position  as  fireman  on  the  Erie, 
and  after  firing  three  years  was  promoted  to  engineer, 
and  since  that  time,  September,  1890,  has  run  an  en- 
gine in  the  Cleveland  yard.  Mr.  McNeill  was  married 
January  15,  1887,  to  Miss  Clara  B.  Ackert  of  Cincin- 
nati, and  they  have  three  children,  two  sons  and  one 
daughter.  Mr.  McNeill  is  a  member  of  Lodge  167,  B. 
of  L.  E. ;  Bigelow  Lodge  No.  243,  F.  &  A.  M.,  and  was 
chairman  of  the  Board  of  Adjustment  when  afiiliated 
with  the  B.  of  L.  F. 


P.  H.  M'NERNEY, 
Buffalo,  New  York. 

P.  H.  McNcrney.  whose  portrait  is  here  given,  was 
born  in  Ireland  in  1841.  At  the  age  of  10  he  came  to 
this  country,  and  for  the  next  five  years  attended 
school   at   Oattauraugus   village.      He   began   his   rail- 


road career  as  brakeman  in  the  employ  of  the  Erie, 
under  Conductor  John  I.  Bentiy,  with  whom  he  re- 
mained for  three  years,  braking  on  freight  between 
Dunkirk  and  Hornellsville,  and  in  1865  was  trans- 
ferred to  a  passenger  train.  Conductor  Ross  Nichols, 
between  Dunkirk  and  Elmira.  The  closing  months  of 
the  war  and  the  period  immediately  following  the  as- 
sassination of  President  Lincoln  were  stirring  times 
in  the  railroad  man's  life.  It  will  be  remembered  that 
at  Elmira  in  the  "stockade"  were  held  many  Confed- 
erate prisoners.  About  this  time  many  of  them  were 
being  sent  home,  and  Union  soldiers,  on  a  furlough  or 
mustered  out,  were  constantly  coming  and  going. 
Fights  and  even  bloodshed  were  of  almost  daily  oc- 
currence on  the  train,  and  the  brakemen  had  their 
hands  full  while  trying  to  keep  order.  In  1865  Mr. 
McNerney  was  promoted  to  the  position  of  baggage 
master,  and  until  1871  was  employed  in  that  capacity 
between  Dunkirk  and  Susquehanna.  In  the  latter 
year  he  left  the  service  of  the  railroad  and  went  to  the 
oil  fields  of  Pennsylvania,  where  he  secured  employ- 
ment with  the  Allegheny  Transportation  Company. 
For  three  years  he  remained  in  their  employ,  but  the 
love  of  the  old  calling  was  strong  within  him,  and  in 
1873  he  returned  to  Buffalo  and  re-entered  the  service 
of  the  Erie,  being  given  a  position  as  fireman.  After 
firing  on  the  rounds  his  first  regular  passenger  run 
was  with  Charles  Hager,  from  Buffalo  to  Hornells- 
ville, engine  21.  He  was  next  transferred  to  engine 
No.  508,  Engineer  George  Wolfe,  on  the  same  run, 
which  he  held  until  the  date  of  his  promotion,  No- 
vember 20,  1880.  For  about  three  years  thereafter  he 
ran  on  the  rounds  and  was  then  given  a  regular  engine 
in  the  yards,  which  he  still  holds.  Mr.  McNcrney  was 
married  on  July  6,  1866,  to  Miss  B.  A.  Lynch  of  Dun- 
kirk; the  marriage  took  place  at  Hornellsville,  the 
Rev.  Father  M.  Creedon  officiating.  Mr.  and  Mrs. 
McNerney's  married  life  has  been  a  happy  one,  aside 
from  the  bereavements  suffered  by  the  loss  of  several 
children.  Three,  however,  have  been  spared  to  them. 
and  their  home  is  made  bright  by  the  youthful  scion 
of  a  younger  generation  who  calls  Mr.  McNerney 
"Grandpa,"  and  whose  name  is  Master  Harold  F. 
Bell,  the  mother  being  the  wife  of  George  T.  Bell  of 
the  Bel!  Telephone  Company.  Mr.  McNerney's  two 
sons  are  Francis  Joseph,  a  clerk  in  the  employ  of  the 
Delaware,  Lackawanna  &  Western  Railroad,  and  J.  P.. 
a  traveling  salesman  for  a  cigar  house.  Mrs.  ]\IcNer- 
ney  has  a  large  circle  of  friends  and  acquaintances, 
and  fills  an  important  part  in  the  social  circle  which 
surrounds  her.  For  some  time  she  has  been  an  hon- 
ored member  of  the  L.  C.  B.  A.,  Branch  20,  and  A.  O. 
H.  of  St.  Columbus  Parish.  Mr.  IMcNerney  has  him- 
self been  a  member  of  the  C.  M.  B.  A.,  Branch  20. 
ever  since  March  24,  1870, 


AMERICAN    LOCO.MOTUE    ENGINEERS. 


397 


DXJNCAN    G.    MACDOXALD. 


FRANK   MARCH. 


398 


ERIE    RAILWAY    EDITION. 


HENRY  S.   MACAREY. 
Buffalo,  New  York. 

Henry   S.    Macarey,  the  subject  of  this  sketch,   was 
born  in  the  town  of  Kinderhook,  State  of  Michigan,  in 
the  year   1847.     While  he  was  still   a  child  his  family 
removed  to  Coldwater,  where  the  future  engineer  first 
attended  school.     At  the  age  of  12  young  Henry  be- 
gan to  work  on  the  farm  in  the  summer  season,  and. 
until   he  was   15.   attended   school   in  the  winter  time. 
He   then  obtained  a  situation  as  clerk  in  a  boot  and 
shoe   store,   where   he   remained     for    some     eighteen 
months,  leaving  that  employ  to  accept  a  position  in  a 
clothing  and  gents'  furnishing  store  in  Coldwater.    Re- 
maining there   until    1868  he,   in  partnership   with   his 
brother,  opened  a  similar  store  of  their  own  at  Hud- 
son, Michigan,  where  he  remained  for  two  years,  when 
the  poor  health  of  his  wife  demanded  a  change  of  cli- 
mate, and  they  removed,  in  1870,  to  Attica,  New  York. 
where  he  obtained  a  situation  as  clerk  in  a  hardware 
store.     In  November,  1879,  Mr.  Macarey  obtained  the 
position  of  fireman  on  the  Erie.     He  doubtless  had  a 
predilection  for  the  life,  as  his  father  had  been  a  rail- 
road  man,    having   held   the   position   of    Master    Me- 
chanic on  the  Michigan  Southern  &  Northern  Indiana 
along   in   the    '50s,   and   General    Foreman   at   Adrian, 
Michigan.     At  the  strike  in  1857,  when  the  men  struck 
for  pay  due  them.  Macarey,  Sr.,  was  the  last  man  to 
receive  his  pay,  he  having  insisted  that  the  others  re- 
ceive theirs  first.     Eor  one  week  after  his  appointment 
young  Macarey  fired  extras  at  Attica;    he  then  came 
to  Buffalo  and  fired  on  the  rounds,  getting  a  regular 
engine  by  a  singular  chance,  the  engine  being  a  new 
one,  and  nobody  else  being  willing  to  go  out  with  it. 
After  about  two  years  he  was  given  a  regular  passen- 
ger run,   with  J.    C.    Gates   (recently   deceased),   from 
Buffalo  to  Hornellsville.     This  run  he  held  for  about 
two  years,   when   lie   went  with  James   Shepard,   from 
Attica    to    Buffalo   and   back,    in    order   to   be    in   the 
bosom  of  his   family.     He   stayed  at  this  for  about  a 
year,  when  he   went  back  with   Gates,   and  then   with 
O.  C.  Cooper;    while  with  the  latter  he  was  promoted 
to  the  position  of  engineer  in  1887.     He  has  been  on 
the   rounds   ever   since,    except    for    one   year   on   the 
Attica  pusher,   nights.     Mr.   Macarey  was   married   at 
Coldwater,  Michigan,  to  Miss  Ellen  Miles,  on  June  24. 
1868.     His  daughter  is  the  wife  of  Albert   F.   Henry, 
car  inspector  for  the  Lake  Shore,  and  the  mother  of 
Mr.    Macarey's    only    grandchild,    Ethel     Pauline,     of 
whom  he   is  very  fond,   and  who   is  a  winsome   little 
maiden,   well   worthy   of  the   affection   bestowed   upon 
her.     Mr.  Macarey  was  a  member  of  the  B.  of  L.  F.. 
and  soon  after  being  promoted  became  a  member  of 
the  B.  of  L.  E.,  holding  the  office  of  Chief  Engineer  in 
1892.      He   was   forced   to   resign   from   this,   however. 


upon  being  given  the  Attica  Hill  night  run.  not  being 
able  to  attend  the  meetings.  He  is  also  a  member  of 
Masonic  Order,  Attica  Lodge  No.  462.  Mr.  Macarey 
is  also  much  interested  in  church  work,  and  is  promi- 
nently identified  with  the  East  Presbyterian  Church  of 
Buffalo,  being  a  trustee  of  that  church.  He  also  iden- 
tified himself  with  the  good  work  while  in  Attica,  hav- 
ing charge  of  a  Bible  class  at  that  place.  In  short,  Mr. 
Tilacarey  is  known  as  a  trustworthy  employe,  an  able 
mechanic  and  an  earnest.  Christian  worker. 


HARRY   MACKEY, 
Gallon,   Ohio. 

One  of  the  popular  Erie  engineers  of  Gabon,  Ohio, 
is  Harry  Mackey,  who  was  born  in  that  city  on  June 
25,  1859,  being  the  son  of  James  Mackey,  a  contractor 
and  carpenter.  After  leaving  school  Mr.  Mackey 
worked  as  a  butcher  for  a  number  of  years,  taking 
service  with  the  Erie  in  June,  1883,  as  a  fireman,  and 
being  promoted  to  engineer  in  December,  1886,  since 
which  time  he  has  pulled  through  freight.  He  was 
married  September  29,  1881,  to  Miss  Katie  Pfeffer, 
daughter  of  Fred  Pfeffer  of  Crestline,  Ohio,  an  old 
employe  of  the  Big  Four.  Mr.  Mackey  belongs  to  the 
B.  of  L.  E.,  Junior  Order  of  American  Mechanics,  and 
the  Sons  and  Daughters  of  Liberty.  He  owns  fine 
property  in  Gallon  and  is  highly  respected  by  all. 


DANIEL  J.  MADDEN, 
Youngstown,  Ohio. 

Daniel  J.  Madden  has  been  a  railway  employe  ever 
since  he  was  14  years  of  age,  having  taken  a  position 
as  switchman  on  the  Pennsylvania  Coal  Road  at  Pitts- 
town,  Pennsylvania,  immediately  after  leaving  school. 
He  was  born  in  Pittstown  on  December  18,  1868,  and 
was  one  of  a  family  of  four  children.  In  1886  he  went 
to  the  West  Shore  road  as  brakeman,  leaving  in  1888 
to  accept  a  place  as  switchman  on  the  Erie  at  Youngs- 
town. One  year  later  he  was  advanced  to  fireman, 
and  after  nine  years  of  efficient  service  was  promoted 
to  engineer.  After  running  on  the  road  a  while  he 
w-as  given  a  yard  engine  at  Youngstown,  which  is  his 
run  at  the  present  time.  Mr.  Madden  was  married 
.\pril  23,  1889,  to  Miss  Elizabeth  O'Neill  of  Pittsburg, 
and  tliey  have  two  bright  children — a  boy  and  a  girl. 
He  is  affiliated  with  Lodge  199,  B.  of  L.  F.,  having 
been  its  Master  one  year,  and  for  two  years  was  chair- 
man of  the  Board  of  Adjustment.  He  is  also  a  mem- 
ber of  Lodge  274,  Knights  of  Columbia,  and  owns  a 
pleasant  home  at  1020  Ford  avenue. 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


399 


DANIEL  MADIGAN, 

Carbondalc.    Pennsylvania. 

Daniel  Madigan.  son  of  John  Madigan,  a  farmer  of 
Boone  County,  New  York,  was  born  in  the  town  of 
Cascade  Valley,  that  state,  on  August  18,  1867.  He 
left  school  at  a  very  early  age,  but  has  secured  quite  a 
fine  education,  studying  in  his  leisure  hours.  He 
drove  a  team  for  a  number  of  years  and  then  learned 
the  stone  mason's  trade,  beginning  his  railroad  career 
in  October,  1887,  as  a  brakeman  on  the  Jeflferson  Divi- 
sion. After  a  year  in  that  capacity  he  was  transferred 
to  fireman,  serving  thus  four  years.  He  was  then 
promoted  to  engineer  and  has  run  since  on  the  Jeffer- 
son Division.  Mr.  Madigan  was  married  on  July  25, 
1894.  to  Miss  Maggie  Boland.  daughter  of  Charles 
Boland.  and  they  have  two  children.  Mr.  Madigan  is 
a  member  of  Lodge  No.  468.  B.  of  L.  E.,  and  is  highly 
respected  by  all  who  know  him. 


THOMAS  J.  AIALONEY, 

Sus(|uehanna.    Pennsylvania. 

Thomas  J.  Maloney  was  born  in  Susquehanna, 
Pennsylvania,  November  5,  1862,  and  being  the  son  of 
Patrick  J.  Maloney,  who  for  the  past  thirty-seven  years 
has  been  a  roundhouse  employe  of  the  Erie,  the 
young  man  was  brought  up  in  an  atmosphere  that  was 
almost  certain  of  making  him  a  railroad  man,  and  on 
leaving  school  at  the  age  of  14  he  took  service  with 
the  Erie  as  an  engine  wiper  in  the  Susquehanna 
roundhouse,  a  position  he  held  for  seven  years.  In 
1883  he  was  advanced  to  fireman  and  ran  between  Sus- 
quehanna and  Hornellsville  on  freight  until  1891,  when 
he  was  promoted  to  engineer  and  assigned  to  a  freight 
run  on  the  Delaware  Division.  While  a  fireman  he 
was  prominent  in  the  affairs  of  the  B.  of  L.  P.,  and  is 
now  a  steadfast  member  of  Lodge  137,  B.  of  L.  E.  Mr. 
Maloney  is  known  all  along  the  line  as  a  careful  and 
conservative  runner,  and  has  won  the  respect  of  his 
superiors  and  the  admiration  of  his  associates.  On 
October  17,  1894,  he  was  united  in  marriage  to  Miss 
Margaret  Foley,  daughter  of  John  Foley,  of  Oneonta, 
New  York.  They  are  an  estimable  young  couple,  who 
move  in  the  best  social  circles  and  are  highly  respected 
by  those  who  are  so  fortunate  as  to  know  them. 


FRANK  P.   ^L\NDE^"ILLE, 
Sufltern,  New  York. 

In  1857  Frank  P.  !Mandeville  was  born  in  Chelsea, 
Massachusetts,  and  when  he  was  quite  young  his 
parents  moved  to  Hudson  City,  as  it  was  called  then. 


now  known  as  Jersey  City  Heights.  Here  he  attended 
school  until  he  was  15  years  of  age,  when  he  entered 
a  factory  to  learn  the  trade  of  making  doors  and 
blinds.  Later  he  moved  to  Columbia  County,  New 
York,  where  he  worked  on  a  farm  until  1878.  In  that 
year  he  came  to  Jersey  City,  where  he  secured  a  po- 
sition as  fireman  on  the  Erie.  He  worked  extra  on 
both  passenger  and  freight  for  one  year  and  seven 
months,  when  he  was  given  a  position  under  H.  C. 
Carlough,  for  wfiom  fie  fired  seven  years.  At  first  he 
fired  broad  gauge  engine  390,  and  when  the  road  was 
narrowed  dow'n  he  was  put  on  engine  106,  the  first 
hard  coal  burner  used  in  the  passenger  service  after 
the  road  was  narrowed.  On  October  2,  1886,  he  was 
promoted  to  engineer  and  for  two  years  ran  extra  on 
freight  and  passenger  trains.  In  1888  he  was  injured 
in  a  wreck  at  Sparkhill,  New  York,  from  the  effects  of 
which  he  was  laid  up  several  months.  On  recovering 
he  was  given  a  run  between  Weehawkcn  and  Bergen, 
but  the  injuries  received  in  the  Sparkhill  wreck  com- 
pelled him  to  give  it  up.  He  was  tendered  a  switch 
engine  in  the  Jersey  City  yards,  which  he  now  holds. 
February  22,  1881,  Mr.  Mandeville  was  united  in  mar- 
riage to  Miss  Jennie  Duvall,  and  they  have  three  chil- 
dren, all  of  whom  are  fine  musicians.  This  accom- 
plishment they  inherit  from  their  father,  who  is  a  fine 
performer  on  several  different  instruments.  The  oldest 
of  the  children,  John,  is  16  years  of  age,  and  is  attend- 
ing school,  as  are  his  sisters  Helen  and  Florence.  Mr. 
Mandeville  is  a  strong  adherent  of  the  B.  of  L.  E., 
and  with  his  family  attends  the  Presbyterian  church  at 
Hilburn. 


JOHN    MARCH, 

Rochester,   New   York. 

The  subject  of  this  sketch  was  born  in  Stark,  Herki- 
mer County,  New  York,  on  May  27,  1840.  His  father 
was  Peter  March,  a  prominent  farmer,  who  afterward 
engaged  in  railroad  contracting  and  the  manufacture 
of  fanning  mills.  Mr.  March  left  school  at  the  age  of 
15  and  for  the  next  three  years  engaged  in  mason 
work,  beginning  his  railroad  career  in  the  summer  of 
1858.  For  three  years  he  engaged  in  wiping  engines 
and  in  other  shop  duties  with  the  Eric  at  the  Corning 
shops,  leaving  in  1861  to  enlist  in  Company  A  of  the 
Twenty-third  New  York  Volunteers,  under  Captain 
Schlick.  He  fought  in  the  battles  of  Second  Bull  Run, 
Fredericksburg  and  others  of  minor  importance,  being 
honorably  discharged  in  1863  at  the  expiration  of  his 
period  of  enlistment.  He  returned  to  the  einploy  of 
the  Erie  and  fired  two  months,  and  then  re-enlisted  in 
the  Twenty-second  New  York  Cavalry  under  Captain 
Bennett,  and  was  in  all  the  campaigns  of  General 
Sheridan  until  1866.  wlun  he  was  again  honorably  dis- 


400 


ERIE    RAILWAY    EDITION, 


charged.  He  then  took  a  well-earned  rest,  and  in  1868 
again  entered  the  employ  of  the  Erie,  and  after  firing 
two  months  on  a  switch  engine  in  the  Bufifalo  yards 
was  given  a  local  run  between  Avon  and  Bufifalo, 
which  he  held  until  187a,  when  he  was  promoted  to 
engineer.  Since  then  he  has  run  on  the  Bufifalo  Falls 
Branch.  International  and  Rochester  Division,  at  pres- 
ent having  a  passenger  between  Rochester  and  Elmira. 
On  January  3,  1870,  Mr.  March  w-as  married  to  Miss 
^lartha  A.  Pier  of  Corning,  New  York,  who  died  at 
Avon  in  January,  1887,  They  had  one  child,  Jennie, 
who  is  the  wife  of  E.  Brow-n,  a  fireman  on  the  Erie. 
On  November  19,  1892,  !Mr.  Alarch  was  united  in  mar- 
riage to  Miss  Clara  Hallister,  daughter  of  Monroe  M. 
Hallister.  a  paint  and  oil  dealer  of  Rochester.  Mr. 
March  is  a  member  of  Division  15,  B.  of  L.  E.,  and  of 
Rochester  Post  No.  620,  G.  A.  R.  He  and  his  good 
wife  are  regarded  as  among  the  best  people  of  Roches- 
ter and  they  have  the  esteem  of  a  wide  circle  of  ac- 
quaintances. 


Erie  for  forty-four  years,  and  has  won  the  highest  con- 
sideration of  his  superiors  by  fidelity  and  capable  man- 
agement of  trains,  and  at  the  same  time  has  earned  the 
respect  and  friendship  uf  his  fellow  workmen  and  citi- 
zens by  his  upright  life. 


FRANK  :\IARCH, 
Rochester,   New  York. 

Frank  March  was  born  in  Stark,  Herkimer  Comity, 
New  York,  on  July  29,  1837.  His  father  was  Peter 
March,  a  farmer,  who  disposed  of  his  farm  and  began 
the  manufacture  of  fanning  mills,  and  later  was  one  of 
the  first  contractors  engaged  in  building  the  grade  for 
the  Erie  near  Deposit,  New  York.  The  subject  of  this 
sketch  began  his  railroad  career  as  timekeeper  on  the 
road  now  known  as  the  Chicago  &  Grand  Trunk. 
Later  he  was  a  baggage-master  on  the  same  road, 
running  between  Brantford  and  Fort  Erie,  Canada. 
In  the  spring  of  1853  he  accepted  a  position  as  fireman 
on  the  Buffalo,  Brantford  &  Goodrich  Railroad,  re- 
maining until  1855,  when  he  took  service  with  the  Buf- 
falo, Corning  &  New  York.  This  company  promoted 
him  to  engineer  in  i860,  and  when  the  road  was 
bought  by  the  Erie  he  became  an  employe  of  this  great 
trunk  line  and  has  continued  in  its  service  ever  since, 
now  running  a  passenger  train  between  Rochester  and 
Elmira.  In  1863  Mr.  March  was  united  in  marriage 
to  Miss  Laura  Wright  of  Bufifalo,  and  five  children 
have  been  born  to  them,  four  of  whom  survive. 
Frank,  an  engineer,  died  at  the  age  of  32;  the  others 
are  Clara  A.,  Helen,  married  to  George  E.  Chase, 
passenger  agent  at  Bufifalo;  Emma  L.  and  John  T.,  a 
fireman  on  the  Monon  Railway  and  residing  at  Lafay- 
ette, Indiana.  Mr.  March  is  a  charter  member  of 
Lodge  No.  15,  B.  of  L.  E.,  of  BufTalo,  and  is  a  firm 
supporter  of  the  principles  of  the  brotherhood.  He 
has  been  an  employe  of  the  B.,  C.  &  N.  Y.,  and  the 


GEORGE  (HOOK)  MARSTON. 

Huntington.  Indiana. 

One  of  the  rising  young  engineers  of  the  Erie  is 
George  H.  Marston,  who  was  born  in  Akron,  Ohio, 
March  2r,  1864.  He  attended  the  public  schools  of 
Kansas  City,  Kansas;  Columbus,  Ohio,  and  Hornells- 
ville.  New  York,  graduating  from  the  High  School  of 
the  latter  place.  He  began  his  railroad  career  on  the 
Erie  in  1882,  when  he  took  engine  51  from  the  Brook's 
Locomotive  Works  to  Hammond,  Indiana,  and  deliv- 
ered her  to  the  company's  agent  there.  He  was  to 
have  been  given  a  position  as  fireman,  but  as  there  was 
no  vacancy  at  the  time  he  was  put  to  watching  engines 
at  night.  There  was  only  one  mile  of  steel  laid  at 
Hammond  at  that  time,  but  the  construction  work  was 
going  on,  and  in  November,  1882,  he  was  advanced  to 
fireman  and  worked  under  A.  P.  Penfield  on  engine 
No.  5,  which  hauled  the  iron  train  laying  tracks. 
After  the  road  was  opened  for  business  he  was  ad- 
vanced to  passenger  and  for  a  long  time  fired  for 
Charles  Wheeler  on  trains  Nos.  i  and  8.  He  fired  suc- 
cessively for  Doty,  Bob  Ackley  and  William  Marston 
on  passenger,  and  finally  changed  runs  with  Harry 
Vandevander,  going  on  local  freight  and  firing  for 
John  Quigley,  who  had  a  great  reputation  of  being 
good  to  his  firemen.  On  December  i,  1886,  Mr.  Mar- 
ston was  promoted  to  engineer,  since  which  time  he 
has  been  in  the  freight  and  passenger  service  and  has 
made  for  himself  a  fine  record  in  point  of  ability  and 
general  efficiency.  He  is  a  member  of  B.  of  L.  E., 
Division  221,  and  enjoys  a  wide  friendship  among  his 
fellows  and  acquaintances  generally. 


WILLIAM  H.  .MARSTON, 

Huntington,    Indiana. 

(Deceased.) 

William  H.  Marston  was  the  second  oldest  engineer 
on  this  division  and  one  of  the  oldest  of  the  entire 
Erie  system  at  the  time  of  his  death  from  heart  disease 
on  March  25,  1899.  For  over  forty  years  he  had  been 
identified  with  railroad  life.  For  forty  years  he  had 
performed  his  duty  on  an  engine,  an  important  factor 
in  the  daily  movements  of  a  great  railroad.  His  career 
is  indeed  an  honored  one  when  one  contemplates  the 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


401 


Ws 

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(JKOKCE   (HOOK)   MARSTON. 


NICHOLAS   H.    MAYBEE. 


402 


ERIE    RAILWAY    EDITION. 


vast  quantity  of  merchandise  he  has  hauled  safely  to 
its  destination,  and  the  thousands  of  human  lives  that 
have   been   entrusted   for   short   spaces   of  time   in   his 
keeping,  to  be  whisked  at  lightning  speed  along  the 
shining  rails  by  the  steel  monster  that  obeyed  the  mo- 
tion  of   his    hands.      Mr.    Marston   could   show    many 
testimonials  to  his  ability  as  an  engineer,  but  these  are 
not   needed  in   his   case.      His  record   as   an   engineer 
show^  for  itself — what  he  was  and  had  been.     He  was 
born  in  Boston,  Massachusetts,  May  25,  1833,  and  was 
the  son  of  John  W.  Marston,  a  bridge  and  ship  builder. 
Mr.  Marston  attended  school  until  he  was  15  years  of 
age,  acquiring  a  good  common  school  education  and 
then  for  awhile  attended   Mt.   Pleasant   High   School. 
He  worked   some   time   in   an   upholstering   shop   and 
then  acted  as  water  boy  on  the  Boston  &  Lowell  for 
the  bridge  department.     In  1856  he  secured  a  position 
as   fireman  on   the   Baltimore   &   Ohio   Railroad,   run- 
ning  between    Martinsburg   and    Piedmont   and   other 
terminals.     He  left  this  road  to  accept  a  similar  posi- 
tion on  the  Cleveland  &  Pittsburg  Railroad,   running 
between  Wellsville,  Ohio,  and  Cleveland.     He  left  the 
C.   &  P.  and  went  to  work  with  a  construction  crew 
on  the  Atlantic  &  Great  Western,  working  as  a  track 
layer  and  spiker  for  a  short  time.     In  i860  he  returned 
to  firing  and  in  1861  was  promoted  to  engineer  under 
Master  Mechanic  Charles  Fellows  at  Jamestown,  New 
York.     He  ran  from  Corry  to  Salamanca  and  assisted 
in    constructing    the    line    from    Corry    to    Titusville, 
Meadville,    Franklin  and   Gallon   to   Dayton.      He  left 
the   Atlantic   &   Great   Western   and   in    1869   went   to 
work  on  the  Hannibal  &  St.  Joe  Railway,  running  for 
one  year  between  Kansas  City  and  Cameron  Junction. 
He  then  accepted  a  position  on  the  Kansas  City,  Fort 
Scott  &  Memphis  Railway,  and  for  two  years  and  a 
half  ran  between  Baxter  Springs,  Indian  Territory,  an.l 
Kansas  City.     In  1871  he  returned  to  the  East  and  for 
a  while  ran  on  the  "'Pan  Handle"  from  Bradford  Junc- 
tion to   Columbus,   Ohio.     He  then  resigned  and   re- 
turned to  service  on  the  Erie,  and  for  a  while  he  ran 
between    Hornellsville    and    Dunkirk,    but     later     was 
transferred  to  the  Western  end  of  the  road  from  Ham- 
mond to  Marion,  Ohio,  and  for  years  had  the  run  on 
Nos.   I   and  2  between  Marion  and  Huntington.     He 
was  a  member  of  B.  of  L.   E.,  Division  No.  221,  and 
owned  a  comfortable  residence  on  Bryant  street.     Mr. 
Marston  was  a  highly  respected  citizen  and  was  well 
liked  by  all   who  knew  him.     In   December,    1862,   he 
was   married   to    Miss  Jane   A.    Pinkney   at    Erie,    Pa., 
daughter   of  John   T.    Pinkney,   a   carpenter  and   fore- 
man   of    wrecking    outfit    on    Cleveland    &    Pittsburg. 
Two  children  were  born  to  them — both  sons.    George 
H.  is  an  engineer  on  the  Erie,  and  Gardner  Clark  is 
railroad  agent  at  Ohio  City. 


JOSHUA    MARTHER, 

Rochester,   New   York. 

(Deceased.) 

Joshua  Marther  was  born  in  Sheldon,  Monroe 
County,  New  York,  on  June  10,  1840,  being  the  son  of 
A.  Marther.  a  workman  in  the  Erie  shops  at  Buffalo. 
Mr.  Marther  secured  a  good  common  school  education 
and  began  his  railroad  career  in  May,  i860,  as  a  fire- 
man on  the  Buffalo  Division  of  the  Erie,  being  pro- 
moted to  engineer  three  years  later  in  the  fall  of  1863. 
He  ran  on  the  Bufifalo  Division  until  1872.  when  he 
was  transferred  to  the  Rochester  Division,  where  he 
continued  to  run  until  1894,  when  he  took  sick.  He 
was  incapacitated  from  running  from  that  time  until 
his  death,  which  occurred  on  March  3,  1899.  He  was  a 
Christian  and  a  consistent  member  of  the  Second  Bap- 
tist church  of  Rochester  for  a  number  of  years.  He 
was  a  member  of  Division  No.  15,  B.  of  L.  E.,  and  is 
highly  spoken  of  by  his  fellow  employes,  both  as  a 
man  of  high  principles  and  an  engineer  of  merit.  On 
December  19,  1865,  he  was  married  to  Miss  Hattie  A. 
Eaton,  daughter  of  Orville  B.  Eaton,  a  railroad  con- 
tractor. Mrs.  Marther  survives  her  husband  and  re- 
sides with  Mr.  Marther's  sister,  Mrs.  Godfrey,  at  793 
Prospect  avenue,  in  Bufifalo. 


JOHN  J.  MAY, 

Cleveland,   Ohio. 

John  J.  May  was  born  in  Ireland,  May  10,  1864,  and 
in  1866  his  parents  emigrated  to  this  country,  settling 
in  Philadelphia,  where  John  attended  school  until  he 
was  12  years  of  age.  In  1876  the  family  again  moved, 
this  time  to  Cleveland.  Ohio,  where  the  young  man 
had  two  years  more  of  schooling.  In  1878  he  entered 
upon  a  two  years'  apprenticeship  to  learn  the  trade 
of  tinsmith,  and  after  he  had  mastered  it,  went  to 
work  in  the  Standard  Oil  Company's  tank  house, 
where  he  remained  six  years.  On  leaving  this  place  he 
accepted  the  position  of  speed  recorder  for  the  Erie, 
serving  as  such  for  two  years,  when  he  was  advanced 
to  fireman.  He  fired  for  a  period  of  eight  years  and  in 
September,  1897,  was  advanced  to  engineer.  After  run- 
ning regularly  in  the  freight  service  for  a  short  time, 
he  was  put  on  the  extra  list  on  account  of  slack  busi- 
ness, and  for  over  a  year  has  been  hostler  at  Cleve- 
land when  not  engaged  on  the  road.  Mr.  May  has  a 
fine  record  as  a  fireman  and  is  regarded  by  all  as  a 
careful  and  competent  engineer.  In  June.  1894.  he  was 
married  to  Miss  Anna  McTigue.  an  accomplished 
young  lady  of  Cleveland,  and  they  reside  in  a  pleasant 
home  at   71    Hershell   Street.      Mr.   May   is  a   member 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


403 


M.    MKRCATORIS. 


GEORGE    MERRITT. 


404 


ERIE    RAILWAY    EDITION. 


of  Forest  City  Lodge,  No,  lo,  B.  of  L.  F.,  in  the 
affairs  of  which  he  takes  great  interest.  He  is  a  good 
citizen  and  enjoys  the  unbounded  respect  of  all  with 
whom  he  comes  in  contact. 


NICHOLAS   H.   MAYBEE, 
Corry,  Pennsylvania. 

Nicholas  H.  Maybee  is  one  of  the  "old  guard,"  one 
of  the  men  who  have  been  with  the  road  since  the  ■ 
time  of  its  construction.  He  was  born  in  Ashford, 
Cattaraugus  County,  New  York,  June  9,  1837,  and 
began  his  active  career  at  the  age  of  14  as  a  driver 
for  contractors  on  the  construction  work  of  the  Erie 
between  Great  Valley  and  Little  Valley.  New  York. 
He  remained  with  them  until  the  road  was  completed, 
and  after  hauling  the  tools  away  used  the  same  team 
to  draw  the  ties  to  their  places.  When  trains  were 
started  running  on  the  new  road  Mr.  Maybee  secured 
a  position  as  brakeman  and  for  a  year  ran  on  gravel 
train,  and  then  on  freight  between  Olean  and  Dun-  i 
kirk.  In  December,  1862,  he  went  to  Leavittsburg, 
Ohio,  as  brakeman,  and  in  1863  was  promoted  to  yard- 
master,  being  the  first  man  to  hold  that  position  at 
Leavittsburg.  He  remained  there  until  the  summer  of 
1865,  when  he  went  to  Meadville  as  fireman  on  old  No. 
12  engine,  and  on  December  22,  1868,  he  was  promoted 
to  engineer.  Mr.  Maybee  then  ran  freight  until  the 
spring  of  1875  when  he  was  hurt  liy  falling  ofif  the 
engine  at  Salamanca.  This  injury  laid  him  up  for 
about  a  year,  when  he  returned  to  work.  In  1879  he 
went  to  Corry  and  ran  a  switch  engine  there  until  1886. 
when  he  returned  to  road  service,  and  is  now  on  Nos. 
Z7  and  38  between  Corry  and  Salamanca.  Mr.  Maybee 
has  been  in  one  collision,  but  was  fortunate  enough  to 
escape  injury.  On  .\pril  26,  1873,  'le  had  a  car  break 
and  run  into  the  bridge  at  Saw  Mill  Run,  putting  five 
cars  into  the  creek  and  knocking  the  bridge  down.  On 
December  22,  1859,  Mr.  Maybee  was  married  to  Miss 
Abbie  E.  Dow,  of  Hinsdale,  New  York,  and  two  chil- 
dren have  been  born  to  them.  Josephine,  who  was  29 
years  of  age  at  death,  was  the  wife  of  W.  E.  Reeves; 
Harmon  P.,  aged  36,  is  an  engineer  on  the  Meadville 
Division,  east.  Mr.  Maybee  is  a  member  of  B.  of  L. 
E.,  Division  No.  43;  Corry  Lodge,  No.  470,  K.  of  P., 
and  Washington  Lodge,  No.  2,  A.  O.  U.  W.,  of  Corry, 
and  is  highly  regarded  as  a  citizen  of  worth  and  in- 
telligence. His  father,  Harmon  Maybee.  a  lumberman 
of  Cattaraugus  County,  New  York,  is  now  the  oldest 
living  white  settler  in  Salamanca,  and  lives  in  the 
house  he  built  there  forty  years  ago. 


IRA   M.    MEAD, 
Alidvale,    New   Jersey. 

Few  men  now  in  the  employ  of  the  Erie  have  so 
early  in  life  had  their  abilities  and  faithfulness  re- 
warded as  Ira  M.  Mead.  He  stands  today  as  a  fair 
representative  of  the  younger  element  among  Ameri- 
can locomotive  engineers.  Born  in  Jersey  City  in  1865, 
he  attended  school  up  to  the  age  of  17,  having,  how- 
ever, for  several  years  previous  been  employed,  when 
out  of  school  hours,  in  a  turning  mill.  In  1882  he  be- 
gan work  on  the  Greenwood  Lake  Division  as  a  night 
watchman  of  engines,  a  position  which  he  held  for  two 
years,  and  he  attributes  to  the  knowledge  gained  dur- 
ing this  time  the  rapid  advancement  which  fell  to  him 
after  taking  up  service  on  the  road  itself.  This  he  did 
in  1884,  firing  extra — both  freight  and  passenger — for 
three  years,  then  being  promoted  to  the  charge  of  an 
engine.  For  six  months  following  his  promotion  he 
had  the  ice  train,  and  then  for  a  year  and  a  half  was 
employed  in  running  extras,  being  given  a  regular  pas- 
senger run  in  1889,  still  being  on  the  Greenwood  Lake 
Division,  that  being  the  scene  of  his  entire  service  in 
railroading.  Mr.  Mead  was  married  at  Pompton,  New 
Jersey,  July  17,  1889,  to  Miss  Leanore  Hasbrouck,  and 
they  are  now  living  at  Midvale,  New  Jersey,  with  their 
two  children,  a  little  boy  and  a  little  girl.  Though  he 
is  the  owner  of  house  property  in  Pompton  it  is  im- 
practicable for  him  to  live  there  while  keeping  his 
present  runs,  Nos.  514  and  515,  and  Nos.  530  and  531, 
which  keep  his  time  busily  employed  every  week  day. 
At  present  his  regular  engine  is  No.  313.  Mr.  Mead 
became  a  member  of  the  Jersey  City  Division  of  the 
Brotherhood  of  Locomotive  Engineers  in  i888,  being 
as  soon  as  he  was  eligible  under  the  rules.  He  is  also 
a  member  of  the  Royal  Arcanum,  but  is  not  to  be  con- 
sidered in  any  sense  as  a  "lodge"  man,  being  a  home 
lover  in  every  respect.  As  to  politics,  while  he  does 
not  neglect  to  vote,  as  all  good  citizens  should,  he  is 
not  a  seeker  for  office,  his  inclinations  not  taking  that 
bent.  During  his  experience  he  has  never  killed  a 
man,  never  hurt  a  passenger  nor  a  trainman.  Twice 
it  has  happened  to  him  to  have  trains  from  other  roads 
crash  into  him  at  crossings,  but  on  each  occasion  he 
followed  the  signals,  and  no  blame  was  attached  to 
him.  On  one  occasion  he  saw  a  man  lying  with  his 
head  upon  the  rail  in  front  of  him.  and  slacking  speed 
all  that  he  was  able  the  pilot  pushed  the  man's  head 
from  the  track,  leaving  him  unharmed.  The  pilot  was 
very  low,  and  Mr.  Mead  says  that  he  had  for  two 
weeks  been  trying  to  have  it  raised.  Another  time  he 
met  and  passed  the  west  bound  train  at  West  Arling- 
ton, and  just  before  the  two  trains  passed — which  was 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


405 


on  the  bridge — he  saw  a  man  between  the  two  tracks 
and  blew  for  him.  The  man  stepped  right  in  front  of  his 
engine,  having  only  seen  the  other  train.  In  a  mo- 
ment more  he  saw  his  danger,  and  threw  himself  over 
the  guard  rail  of  the  bridge,  where  he  was  found  by 
the  crew  and  the  passengers  a  few  moments  later, 
hanging  over  a  ravine  sixty  feet  deep  and  unable  to 
raise  himself.  When  rescued  some  of  the  passengers 
wanted  to  thrash  him.  Though  Mr.  Mead  was  so 
young  when  first  promoted  as  to  give  rise  to  the  re- 
m.ark,  upon  one  occasion.  "Do  they  have  boys  run- 
ning engines  on  this  road?"  his  future  is  secure,  for  the 
very  qualities  which  placed  him  in  his  present  posi- 
tion at  so  early  an  age  are  those  which  will  contribute 
to  his  lasting  success,  and  all  who  know  him  hope 
that  it  may.  be  his,  and  in  full  measure. 


MORRIS  MERCATORIS, 

Chicago,    Illinois. 

(General   Foreman.) 

.\nothcr  example  of  ambition  aided  by  ability  is 
given  in  the  life  of  Morris  Mercatoris.  He  was  born 
in  Akron,  Ohio,  August  lo,  1869,  and  moved  to  Mead- 
ville,  Pennsylvania,  with  his  parents  in  1870,  where  he 
received  a  common  school  education,  and  then 
worked  a  while  as  a  grocery  clerk.  On  July  3,  1888, 
he  began  work  in  the  pit  for  the  Erie  road  and  in 
November  of  the  same  year  was  advanced  to  machin- 
ist's helper  in  the  shops.  In  the  spring  of  1889  he 
was  put  on  rolls  as  machinist's  apprentice,  and  after 
serving  his  time  worked  as  a  machinist  until  July,  1896, 
when  he  was  promoted  to  roundhouse  foreman,  serv- 
ing in  that  capacity  until  January  i,  1897,  when  he 
was  promoted  to  engine  dispatcher  at  Youngstown, 
Ohio.  He  served  in  this  capacity  until  January,  1898, 
when  he  was  promoted  to  general  foreman  at  Chicago, 
which  position  he  still  holds.  On  December  19,  1894, 
Mr.  Mercatoris  was  married  to  Miss  Audell  C.  Rick- 
ert,  and  they  have  one  child,  Gerald,  aged  4  years, 
and  reside  in  their  pleasant  home  at  5124  Union  ave- 
nue, being  highly  respected  by  all  their  ac(]uaint- 
ances. 


HENRY  F.   MEHRE, 

Huntington,    Indiana. 

That  Henry  F.  Mehre  was  "cut  out"  for  a  railroad 
man  is  evident  to  every  one  who  is  acquainted  with 
him  and  knows  how  efficiently  he  has  performed  the 
duties  that  have  fallen  to  his  lot  since  he  entered  upon 
his   railroad    career,    ten   years   ago.      Mr.    Mchrc    was 


born  on  August  6,  1861,  in  Fort  'Wayne,  Indiana,  and 
is  the  son  of  Louis  F.  Mehre,  a  shoemaker  of  that 
city.  Mr.  Mehre  left  school  at  an  early  age  and 
worked  in  a  spoke  factory  for  several  years.  He  then 
learned  the  cigarmaker's  trade  and  worked  at  it  for 
four  years;  but,  not  liking  the  business,  he  quit  it 
and  worked  at  other  vocations,  finally  becoming  a 
professional  base  ball  player.  The  three  years  he  was 
thus  engaged  he  played  on  the  Fort  Wayne,  Valley 
City  and  South  Dakota  teams.  It  was  in  April,  1890, 
that  he  fortunately  engaged  in  the  calling  for  w^hich 
he  was  just  suited,  and  since  becoming  a  fireman  on 
the  Chicago  &  Erie  he  has  been  better  satisfied  than 
ever  before.  The  six  years  he  served  as  fireman  were 
marked  by  work  of  high  efficiency,  and  his  promotion 
to  engineer  in  1896  was  justly  merited.  Since  then  he 
has  run  in  the  freight  service  between  Huntington 
and  Chicago,  and  is  rapidly  achieving  distinction  as 
an  engineer  of  fine  judgment  and  capability.  In  April, 
1883,  Mr.  Mehre  was  married  to  Miss  Lenna  Yenney 
of  Fort  Wayne,  Indiana,  and  two  children  were  born 
to  them,  Dora  Elizabeth,  aged  13,  and  Earl  Lewis, 
aged  12,  both  of  whom  are  attending  St.  Mary's  school. 
Mrs.  Mehre  departed  this  life  in  1887,  and  in  April, 
1890,  Mr.  Mehre  was  united  in  marriage  to  Miss  Mary 
McMahon.  daughter  of  Steven  McMahon.  a  grocer 
of  Huntington.  Mr.  Mehre  is  affiliated  with  William 
Hugo  Lodge  No.   166,  B.  of  L.   F. 


WILLIAM  H.   MENNER, 

Port  Jervis,  New  York. 

William  H.  Menner,  one  of  the  Erie's  rising  en- 
gineers, was  born  in  Honesdale,  Pa.,  on  May  9,  1861. 
just  at  the  beginning  of  the  late  civil  war.  He  is  the 
son  of  Joseph  Menner,  a  carpenter,  who  still  resides  at 
Honesdale  and  is  actively  engaged  in  the  duties  of 
his  business.  The  young  man  secured  a  good  edu- 
cation by  attending  the  Honesdale  public  schools  until 
he  was  15  years  of  age.  He  then  began  life  as  a  clerk 
in  a  general  store,  but,  after  working  at  the  business 
several  years,  decided  it  was  not  suitable  to  his  taste 
and  so  applied  for  a  position  as  fireman  on  the  Erie. 
In  October,  1886,  he  commenced  his  railroad  career, 
firing  three  years  for  Ike  Cassell,  and  then  was  ad- 
vanced to  a  passenger  run,  which  he  held  until  1890. 
On  September  4  of  that  year  he  was  promoted  to  en- 
gineer and  was  assigned  to  a  freight  run  on  the  New 
York  Division,  which  he  has  held  since,  performing 
his  duties  in  a  highly  acceptable  manner  to  his  su- 
periors and  winning  the  confidence  of  those  with 
whom  he  is  associated  in  his  daily  work.  In  1885 
Mr.    Menner   was  married  to   Miss   Frances   Williams, 


406 


ERIE    RAILWAY    EDITION. 


daughter  of  Charles  Williams,  a  carpenter  of  Beach 
Lake,  Pennsylvania.  They  have  an  interesting  fam- 
ily of  three  children,  Ernest,  Louise  and  Russell.  Mr. 
Menncr  is  affiliated  with  Lodge  No.  54,  B.  of  L.  E.,  of 
Port  Jervis,  and  Chapter  206,  Royal  Arcanum  of 
Jersey  City.  Mr.  and  Mrs.  Menner  are  among  the 
best  people  of  Port  Jervis,  and  are  quite  popular  with 
their  hosts  of  acquaintances. 


CHARLES  METZGER, 

Cleveland,    Ohio. 

One  of  the  youngest  engineers  of  the  Mahoning  Di- 
vision, and  at  the  same  time  one  who  gives  great 
promise  of  developing  into  a  runner  of  prominence, 
is  Charles  Metger.  He  was  born  in  Cleveland,  No- 
vember 25,  1868,  and  attended  public  school  until  he 
was  14  years  of  age.  when  he  relinquished  study  to 
go  to  work  for  his  father  as  a  teamster.  A  year  later 
he  entered  the  "Big  Four"  shops  as  a  boilermaker's 
apprentice,  and  after  learning  the  business  worked 
three  years' as  a  journeyman.  On  September  6.  1889, 
he  secured  a  position  as  fireman  on  the  Erie,  serving 
in  that  capacity  seven  years  on  freight  and  one  year 
on  passenger.  He  received  promotion  to  engineer 
on  February  10,  1897,  and  after  running  regular  a 
short  time  was  put  on  the  extra  list  on  account  of 
slack  business.  Since  that  time  he  has  been  acting 
as  hostler  at  Cleveland  and  running  extra.  He  has 
a  fine  record  as  a  fireman,  and  has  demonstrated 
ability  and  judgment  in  handling  the  trains  consigned 
to  his  care,  thus  becoming  popular  alike  with  his  fel- 
low employes  and  the  officials  of  his  division.  He  is 
a  member  of  Forest  City  Lodge  No.  10,  B.  of  L.  F., 
and  is  interested  in  the  affairs  of  this  order.  Mr. 
Metzgcr's  father  and  mother  are  both  living  in  Cleve- 
land, and,  though  aged  67  and  58,  respectively,  are 
hale  and  hearty.  Mr.  Metzger  makes  his  home  with 
them,  and  enjoys  the  friendship  of  a  large  circle  of 
acquaintances  in  the  city. 


PETER    MEUSER, 

Gabon,   Ohio. 

For  thirty-four  years  Mr.  Meuser  has  been  con- 
nected with  the  Erie  system,  and  no  better  proof  of 
his  ability  and  fidelity  is  needed  than  to  say  that  he 
has  come  to  his  present  high  position  from  the  very 
bottom  of  the  ladder.  He  was  born  in  Richland 
County,  Ohio,  December,  1845,  a"d  from  the  age  of 
14,  when  he  left  school,  until  ig  he  engaged  in 
farming  near   Gallon.      He   began    his   railroad   career 


as  a  wiper  in  the  old  Atlantic  &  Great  Western  shops 
at  Gabon,  in  1865,  and  after  two  months  became  1 
hostler,  which  position  he  held  until  1869,  when  he 
was  promoted  to  fireman.  His  long  experience  in 
the  handling  of  engines  and  his  natural  ability  soon 
won  for  him  promotion,  and  after  three  years  firing 
passenger  runs,  he  was  given  a  freight  engine.  Then 
followed  fifteen  years  in  that  position,  when  he  was 
promoted  to  a  passenger  run,  and  after  six  years  of 
faithful  and  efficient  service  he  was  rewarded  fjy  his 
present  position  as  road  foreman  of  engineers.  Mr. 
Menser's  father  was  John  P.  Meuser  of  Prussia,  Ger- 
many, who  obtained  distinction  at  the  battle  of 
Waterloo  in  June,  1815,  and  who  was  presented  with 
a  medal  for  bravery  by  Friedrich  August  Herzog, 
a  ruler  in  his  native  province.  The  medal  is  now  in 
the  possession  of  Mr.  Meuser  and  it  is  a  valued  heir- 
loom. In  December,  1875,  Mr.  Meuser  married  Miss 
Harriet  E.  Ross,  daughter  of  Hugh  Ross,  foreman  of 
the  rail  shops  of  the  Erie  Railroad  at  Gabon,  and  who 
has  occupied  the  honorable  position  of  Mayor  of  the 
hustling  city  of  Gabon.  The  first  child  of  this  mar- 
riage was  Anna  H.,  now  aged  20;  she  was  educated 
in  Gabon,  graduating  from  the  High  School  in  1895 
with  high  honors.  Arthur  Irwin,  the  second  child,  died 
in  1882,  at  the  age  of  18  inonths.  Courtland  B.,  aged 
13,  and  Hugh  Ross,  aged  10,  are  now  attending 
school.  Mrs.  Meuser  is  a  member  of  Eastern  Star, 
Lodge  No.  47.  Mr.  Meuser  was  a  member  of  the 
Board  of  Education  at  Gabon  for  six  years.  He  is 
affiliated  with  the  B.  of  L.  E.,  No.  16;  F.  &  A.  M., 
No.  414  of  Gabon;  Royal  Arcanum  and  Traveling 
Engineers'  Association  of  the  United  States.  He 
owns  fine  property  in  Gabon  and  his  home  is  one  of 
comfort  and  happiness.  As  befits  a  man  of  his  high 
position  he  is  quiet  and  unassuming,  and  is  regarded 
by  all  as  a  respected  and  substantial  citizen. 


JOHN  MEUSER, 

Gabon,   Ohio. 

John  Meuser  has  been  in  the  employ  of  the  Erie  for 
the  past  thirty-four  years,  and  by  strict  attention  to 
business  and  exceptional  ability  he  has  risen  from  the 
humble  position  of  wiper  to  the  proud  distinction  of 
engineer  on  the  fast  Wells-Fargo  Express  on  Divisions 
,?  and  4.  He  was  born  in  Richland  County,  Ohio,  De- 
cember 31,  1842.  His  father  was  John  P.  Meuser,  a 
native  of  Prussia,  Germany,  who  received  distinction 
in  the  famed  battle  of  Waterloo,  and  who  was  decor- 
ated with  a  medal  for  special  bravery  by  the  ruler  of 
his  province.  The  medal  is  now  in  the  possession  of 
Mr.    Meuser's    brother,    who   is    also   an    engineer   on 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


407 


JOHN  MEUSER. 


JOSIAH  MIIjLS. 


408 


ERIE    RAILWAY    EDITION. 


the  Erie.  Mr.  Meuser  attended  school  until  he  was 
14  years  of  age,  and  for  the  next  four  years  he  worked 
on  a  farm  in  Crawford  County,  Ohio.  From  1861  to 
1865  he  was  foreman  in  a  brick  yard,  and  in  the  fall 
of  186s  he  entered  the  employ  of  the  Atlantic  &  Great 
Western  Railroad  as  a  wiper.  In  1867  he  was  pro- 
moted to  hostler  in  the  Gallon  shops,  a  position  he 
held  imtil  1869,  when  he  began  firing.  He  fired  nine- 
teen months,  when  his  ability  was  recognized  by  pro- 
motion to  engineer.  He  ran  freight  for  nineteen  years 
and  has  been  a  passenger  engineer  for  over  ten  years. 
He  is  considered  one  of  the  best  runners  on  his  di- 
vision, and  many  times  has  received  commendation 
from  his  superiors.  Mr.  Meuser  narrowly  escaped  a 
serious  accident  at  Pottersburg  on  No.  3.  A  car 
standing  on  the  sidetrack  was  not  in  the  clear,  and 
as  Mr.  Meuser's  engine  came  along  the  edge  of  the 
car  stripped  the  side  of  the  locomotive.  Luckily  Mr. 
Meuser  escaped  injury,  while  the  fireman  was  but 
slightly  hurt.  In  his  twenty-nine  years'  experience 
no  one  has  ever  lost  their  life  on  the  train  he  pulled. 
Mr.  Meuser  was  married  in  July.  1869,  to  Lydia  A. 
Sheafifer,  daughter  of  William  W.  Sheaffer,  a  black- 
smith in  the  Big  Four  and  Erie  shops  at  Gallon. 
They  have  two  children:  Letta  L.,  aged  27,  was  edu- 
cated in  Gallon,  and  is  the  wife  of  R.  C.  Case,  a  fire- 
man on  the  Erie,  and  who  lives  at  Gallon;  Wiliam 
"W.,  the  second  child,  is  24  years  of  age  and  is  em- 
ployed in  the  Erie  shops.  He  married  Miss  Alvirda 
Nelson  in  1897.  and  lives  in  Gallon.  Mr.  Meuser  is 
a  member  of  B.  of  L.  E.,  Division  No.  16,  and  Gallon 
Lodge  No.  215,  I.  O.  O.  F. ;  Labonah  Encamp- 
ment No.  123,  and  Rebecca  Lodge  No.  284.  He 
owns  fine  double  property  on  South  Columbus  street 
in  Gallon,  and  a  good  farm  in  Polk  Township,  Craw- 
ford County,  Ohio.  He  is  a  substantial  and  highly 
respected   citizen. 


JOSIAH  MILLS. 

Susquehanna,   Pennsylvania. 

The  approach  of  life's  evening  has  no  terrors  to  a 
man  who  has  lived  a  well  spent  life  and  not  abused 
the  faculties  that  nature  gave  to  him.  So  it  is  that 
at  the  age  of  67  Josiah  Mills  is  reckoned  as  one  of 
the  best  engineers  on  the  JefTerson  Division.  At  an 
age  when  many  men  retire  from  business  Mr.  Mills 
is  as  keen  of  eye  and  as  active  as  a  man  of  35,  and 
barring  some  unfortunate  accident  his  health  will  per- 
mit him  to  remain  in  the  service  for  many  years.  The 
son  of  E.  W.  Mills,  a  wagon  maker,  he  was  born  in 
Sullivan  County,  New  York.  December  28,  1832.  After 
studying  in  the  district  school  until  he  was  13  years 
of  age,   he   became   a   teamster,   which   occupation   he 


worked  at  for  five  years.  He  then  learned  the  black- 
smith trade  and  worked  at  it  in  Wayne  County,  Penn- 
sylvania for  four  years.  In  1854  he  secured  a  posi- 
tion as  brakeman  on  the  Erie,  and  for  two  years  broke 
between  Susquehanna  and  Port  Jervis.  He  was  ad- 
vanced to  fireman  and  after  three  years  he  was  ap- 
pointed assistant  engine  dispatcher,  and  a  year  later 
was  made  engine  dispatcher.  In  1861  he  resigned  to 
accept  a  position  as  stationary  engineer  for  Rowley 
&  Norton  at  Lanesboro,  Pennsylvania.  He  was  not 
satisfied  with  this  position  and  soon  returned  to  the 
employ  of  the  Erie,  for  five  years  working  as  round- 
house fireman  and  general  utility  man.  In  1873  ^^ 
was  promoted  to  engineer  and  for  fifteen  years  ran 
freight  between  Susquehanna  and  Carbondale.  He 
was  then  promoted  to  passenger  and  for  five  years 
ran  the  train  called  the  flyer  between  Binghamton  and 
Carbondale.  For  the  past  six  years  he  has  had  a 
freight  run  on  the  Jef?erson  Division.  ^Ir.  Mills' 
record  is  of  the  highest  type  of  efficiency,  and  he  is 
esteemed  by  his  superiors  as  a  capable,  reliable  man, 
being  popular  with  his  many  brother  engineers.  ^Ir, 
Mills  was  united  in  marriage  l\Iay  25,  1861,  to  Miss 
Amanda  Messinger,  daughter  of  Ebenezer  Messinger. 
a  pioneer  farmer  of  Susquehanna  County.  They  have 
one  child,  Mary,  who  is  married  to  Arthur  Barnes 
of  Herrick  Center.  Mr.  Mills  is  a  member  of  Di- 
vision 137,  B.  of  L.  E..  and  Knights  of  Honor  of 
Carbondale.  He  owns  several  vakiable  pieces  of  prop- 
erty in  the  city,  and  his  family  belongs  to  the  best  of 
society  of  Susquehanna. 


J.  L.  MILLS. 
Hornellsville,  New  York. 

Rated  among  the  top-notchers  of  the  Erie's  en- 
gineers is  the  name  of  J.  L.  Mills,  one  of  Hornells- 
ville's  most  estimable  citizens.  Mr.  Mills  was  born  in 
Chenango  Forks,  New  York,  on  May  30,  1849,  his 
father  having  settled  in  that  town  in>  1845.  Mr.  Mills 
worked  as  a  farmer  imtil  he  was  22  years  of  age,  then 
entering  the  employ  of  the  Atlantic  &  Great  Western 
as  a  brakeman.  On  November  18,  1868,  he  began  to 
fire  on  the  Erie,  running  on  the  old  Western  Division, 
now  the  Allegheny  Division.  He  was  promoted  to 
engineer  in  January,  1877.  and  in  1890  was  advanced 
to  passenger  work,  at  the  present  having  a  run  on 
trains  7  and  10.  Mr.  Mills  joined  Lodge  No.  47,  B. 
of  L.  E.,  in  1878,  and  has  held  several  minor  offices. 
He  also  belongs  to  the  Maccabees:  Lodge  No.  331, 
F.  &  A.  M.;  Steuben  Chapter  No.  loi,  and  De  Molery 
Commandery  No.  22.  In  1869  Mr.Mills  was  married 
to  Miss  Olive  A.  Taylor  of  Allegheny  County,  New 
York,  and  they  have  one  son,  Leon,  aged  26. 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


409 


ALBERT  MOORE. 


GEORGE  H.  MOORE. 


410 


ERIi:    RAILWAY    EDITION. 


JAMES   H.    MINER,  • 

Cleveland,   Ohio. 

On  June  j8,  1861,  James  H.  Miner  was  btirn  in  the 
town  of  North  Royalton,  Ohio,  where  he  attended 
school  until  he  was  18  years  of  age.  Having  reached 
the  limit  of  the  sttidies  taught  in  the  district  school,  he 
abandoned  study  and  started  to  work  in  a  cheese  fac- 
tory at  Talmage.  Two  years  later  he  went  to  Cleve- 
land and  for  si.\  months  drove  a  park  wagon  for 
Peck  &  Co.  He  then  secured  a  situation  as  salesman 
with  Woods,  Perry  &  Co.'s  lumber  yards,  where  he 
remained  until  August  31,  1882,  when  he  went  to  work 
on  the  Erie  as  a  fireman.  He  was  particularly  fitted 
for  the  work  and  consecjuently  made  rapid  advance- 
ment. After  three  years  on  freight  and  one  year  on 
passenger  he  was  promoted  to  engineer  January  6, 
1886.  For  two  years  he  had  charge  of  a  yard  engine 
in  the  Cleveland  yards,  and  then  was  advanced  to 
road  work  in  the  freight  service,  at  which  he  still  con- 
tinues. He  has  been  fortunate  in  having  no  accidents 
and  his  associate  engineers  class  him  high  among 
their  number,  while  by  the  officials  he  is  regarded  as 
a  careful  and  able  engineer.  He  was  married  June  14, 
188,?.  to  Miss  Lena  Vanglist  of  Cleveland,  and  they 
have  an  interesting  family  of  four  children:  Frank 
and  Willie  are  twins,  aged  13:  Mable  is  10  years  of 
age,  and  Eddie  7,  all  of  whom  are  attending  school. 
Mr.  and  Mrs.  Miner  have  been  called  upon  to  mourn 
the  death  of  twin  daughters  and  also  a  son,  James. 
Frank  and  Willie  are  accomplished  instrumental  musi- 
cians, and  the  two  younger  children  have  soiue  talent 
in  that  direction.  Mr.  Miner  owns  nice  residence 
property  at  16  Welleslcy  place,  and  is  an  enthusiastic 
member  of  Devereaux  Lodge  No.  167,  B.  of  L.  E. 


JOSEPH  MITCHELL, 

Meadville,   Pennsylvania. 

(Deceased.) 

June  6,  1887,  paralysis  caused  the  death  of  Joseph 
Mitchell,  and  thus  a  happy  Meadville  home  was  de- 
prived of  the  presence  of  a  good,  indulgent  husband 
and  father,  and  the  Erie  lost  one  of  her  best  and 
oldest  engineers.  Mr.  Mitchell  was  born  in  Maquam, 
Canada,  March  6,  1825,  and  his  younger  days  were 
spent  as  a  sailor  on  Lake  Champlain.  In  1852  he  be- 
gan his  railroad  career  as  a  switchman  on  the  Ver- 
mont Central,  but  after  a  few  weeks  he  was  advanced 
to  fireman,  wdiich  position  he  held  for  three  years. 
In  1855  he  went  to  Port  Jervis,  New  York,  where  for 
six  years  he  worked  as  hostler  for  the  Erie.  He  was 
promoted  to  engineer  in   1864,  and  ran  out  of  Mead- 


ville from  that  time  until  his  death.  He  was  a  mem- 
ber of  B.  of  L.  E.,  Division  43,  and  very  popular  with 
his  fellows  and  the  officials  of  the  division.  In  1850 
Mr.  Mitchell  was  married  to  a  popular  young  lady  of 
Whitehall,  New  York,  and  eight  children  were  born 
to  them:  Alexander  is  40  years  of  age,  and  an  en- 
gineer at  Big  Springs,  Texas,  having  received  his 
promotion  while  in  the  employ  of  the  Erie;  Katherine, 
aged  46,  the  wife  of  Samuel  Cochrane,  an  Erie  en- 
gineer; Mary,  aged  42,  the  wife  of  Frank  Smith,  a 
farmer  of  Crawford  County,  Ohio;  Sophia,  aged  21 
months  at  death;  James,  died  at  the  age  of  2  years 
and  4  tiionths;  Charles,  aged  31,  married  to  Clara 
Minyon,  and  a  fireman  on  the  P.,  B.  &  L.  E.;  Mar- 
garet, aged  29,  a  tailoress  who  resides  in  Meadville; 
Lew-is,  aged  23,  a  fireman  on  the  N.  Y.,  N.  H.  &  H. 
R.  at  New  London,  Connecticut.  Mrs.  Mitchell  still 
lives  in  Meadville,  and  though  quite  advanced  in  years 
is  quite  active  and  hearty. 


ALBERT  MOORE, 
Jersey  City  Heights,  New  Jersey. 

During  the  recent  war  with  Spain  we  have  heard 
much  in  praise  of  the  "men  behind  the  guns;"  so 
nuich,  indeed,  that  we  are  likely  to  forget  that  there 
were  "men  behind  the  guns"  in  the  late  civil  war,  un- 
less the  matter  is  called  to  our  attention.  Albert 
^Nloore,  now  one  of  the  Erie's  competent  engineers, 
does  not  impress  one  as  a  man  who  would  calmly 
shoot  a  cannon  ball  through  the  side  of  a  ship,  but 
he  has  changed  greatly  since  the  days  of  '64  and  '65, 
when  he  was  fighting  on  the  Marblehead  under  Ad- 
miral Farragut  for  the  preservation  of  the  Union. 
Mr.  Moore  was  born  in  Newark,  New  Jersey,  2\Iarch 
IS,  1844,  and  fitted  himself  for  the  active  duties  of 
life  by  acquiring  a  good  common  school  education. 
On  September  15,  1865,  after  leaving  the  marine  serv- 
ice, he  was  employed  by  the  Erie  as  fireman,  serving 
in  that  capacity  until  1871,  wdien  he  was  regularly  pro- 
moted to  engineer,  although  he  had  been  running 
extra  for  a  year  previous  to  this.  He  ran  freight  be- 
tween Port  Jervis  and  Jersey  City  and  Newburgh  for 
several  years  and  then  was  assigned  to  a  switch  en- 
gine, which  he  is  running  at  the  present  time.  He  is 
regarded  as  a  highly  efficient  engineer,  with  not  an 
accident  to  mar  his  long  record  of  thirty-five  years 
with  the  Erie.  In  1866  he  was  married  to  Miss  Mary 
F.  Day,  daughter  of  Christian  Day,  an  iron  manu- 
facturer and  retail  dealer.  They  have  four  children 
living  and  one  dead:  Nettie  is  the  wife  of  Albert 
Scott;  Gertrude,  a  prepossessing  and  clever  young 
lady,   lives   at  home,   as   do   George  and   Emma.     Mr. 


AMERICAN'    LOCOAIOTIVE    ENGINEERS. 


41t 


BRISON   H.   MOORE. 


BYRON  C.   MOORE. 


412 


ERIE    RAILWAY    EDITION. 


Moore  is  a  mcnilicr  of  Van  Houten  Post  No.  3,  G. 
A.  R.,  while  liis  wife  belongs  to  the  Garfield  Circle, 
Auxiliary  to  the  G.  A.  R.,  and  to  the  Methodist 
Church,  which  is  attended  also  by  the  rest  of  this 
charming  and   hajipy  family. 


BYRON   C.   MOORE, 
Susquehanna,   Pennsylvania. 

Byron  C.  Moore,  wdio  is  now  running  freight  be- 
tween Susquehanna  and  Hornellsville,  received  his 
promotion  at  the  extreme  youthful  age  of  19,  having 
demonstrated  his  entire  fitness  for  the  responsible 
position  by  firing  two  years  and  ten  months,  one  year 
of  which  was  on  passenger.  The  son  of  Charles  B. 
Moore,  a  prominent  farmer  of  Susquehanna  County, 
Pennsylvania,  he  was  born  in  Alontrose,  that  state, 
August  I,  1870,  and  attended  both  public  and  high 
school  in  his  native  town  until  he  was  16  years  of 
age.  Equipped  with  a  fine  school  education,  he  began 
his  active  life  as  a  hammer  boy  in  the  Susquehanna 
shops,  and  six  months  afterward  he  was  advanced  to 
fireman.  His  natural  ability  and  desire  to  succeed 
soon  placed  him  among  the  best  of  fireman,  and  on 
July  I,  1890,  his  efificient  service  was  rewarded  with 
promotion  to  engineer  at  an  age  when  few  men  are 
trusted  with  a  locomotive.  Since  his  promotion  he 
has  run  exclusively  on  freight  between  Susquehanna 
and  Hornellsville,  and  has  many  times  demonstrated 
his  ability  and  judgment  as  an  engineer.  Mr.  Moore 
is  a  member  of  B.  of  L.  E.,  Division  137,  and  is  very 
popular  with  his  brother  engineers.  Being  single  he 
resides  with  his  widowed  mother  in  Susquehanna,  and 
is  one  of  the  city's  rising  young  men  who  has  a  fine 
future  before  him. 


BRISON  H.  MOORE, 
Susquehanna,  Pennsylvania. 

The  records  of  the  Erie  will  show  the  promotion 
of  several  very  youthful  firemen  to  the  important  posi- 
tion of  engineers,  and  among  the  younger  of  that 
number  appears  the  name  of  Brison  H.  Moore,  who 
was  transferred  to  the  right-hand  side  of  the  cab 
when  he  was  a  few  months  past  19  years  of  age.  Mr. 
Moore  is  the  son  of  Charles  B.  Moore  of  Montrose, 
Pennsylvania,  in  which  city  he  was  born  February  17. 
1869.  He  is  the  possessor  of  a  fine  education,  having 
attended  closely  to  his  studies  until  he  was  16  years  of 
age.  He  then  entered  the  service  of  the  Erie  as  a 
machinist's  heliu-r.  and  after  working  in  the  shop  six 
months  he  was  advanced  to  fireman.     Here  his  genius 


was  fully  shown,  and  as  he  was  reliable  besides  being 
competent,  he  was  promoted  to  engineer  in  the  fall 
of  1SS8,  after  firing  but  two  years,  the  last  year  being 
on  passenger  trains  Nos.  i  and  8.  between  Hornells- 
ville and  Susquehanna.  Since  his  promotion  he  has 
been  running  freight  between  Hornellsville  and  Sus- 
quehanna, and  he  is  regarded  as  one  of  the  best  run- 
ners and  most  reliable  engineers  on  the  division.  He 
is  a  member  of  Starrucca  Lodge  No.  137,  B.  of  L.  E., 
and  is  a  brother  of  Byron  C.  Moore,  an  engineer  also 
running  out  of  Susquehanna.  ]\Ir.  Moore  is  unmar- 
ried and  is  a  social  favorite  in  the  city's  polite  circles, 
as  well  as  on  terms  of  friendship  with  his  fellow  em- 
ployes. 


GEORGE  H.  IMOORE, 

Hornellsville,  New  York. 

George  H.  Moore  was  born  in  Dunkirl<.  New  York, 
October  10,  1841,  where  his  father.  W.  P.  Moore,  was 
engaged  in  the  hotel  business.  He  attended  school 
until  he  was  15,  and  from  that  time  until  1861  worked 
in  his  father's  hotel,  the  "American."  He  began  his 
railroad  career  as  a  fireman  on  the  Erie  in  1861,  and 
ran  on  what  was  then  the  Western  Division  until 
1864,  when  he  went  south  in  the  employ  of  the  gov- 
ernment, and  while  not  enlisted  as  a  soldier,  did  yeo- 
man service  as  an  engineer,  with  headquarters  at 
Huntsville,  Alabama.  February  i,  1865,  he  returned 
north  and  re-entered  the  service  of  the  Erie.  He  ran 
freight  on  the  old  Western  Division  until  1879.  when 
he  was  promoted  to  a  passenger  run.  He  has  run 
successively  the  accommodation  on  this  division,  Nos. 
3  and  12,  the  Wells-Fargo  limited,  and  for  some  years 
has  had  the  run  on  3  and  12.  He  is  a  communicant 
of  the  Episcopal  Church;  a  member  of  the  Masonic 
order;  B.  of  L.  E.,  Division  47.  formerly  67,  of  Dun-  | 
kirk,  and  was  Secretary  of  this  division  for  many  ' 
years;  he  also  belongs  to  the  LJnited  Workmen  and 
Royal  Arcanum.  In  his  long  career  on  the  footboard 
Mr.  Moore  has  had  many  exciting  adventures,  but 
has  never  been  injured.  He  was  married  to  Miss 
Lucy  Loop  at  Dunkirk,  New  York,  on  February  19, 
1867.  Miss  Loop's  father  was  D.  P.  Loop  of  that 
place.  Both  he  and  a  son,  George  D.  Loop,  were 
gallant  soldiers  of  the  civil  war,  belonging  to  the  9th 
New  York  Cavalry,  and  met  their  death  on  the  field 
of  battle.  Mr.  and  Mrs.  Moore  have  had  three  chil- 
dren, two  of  whom  are  living:  William  D.,  the  elder, 
is  a  hotel  man  of  Bucyrus,  Ohio,  while  George  L., 
the  younger,  is  a  civil  engineer  on  the  Allegheny  Di- 
vision of  the  Erie.  Mr.  Moore  is  a  man  of  fine  pres- 
ence and  a  general  favorite  with  his  host  of  acquaint- 
ances. 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


413 


DAVID  MORGAN. 


JOHN   B.   MURPHY. 


414 


ERIE    RAILWAY    EDITION. 


GEORGE  W.  MOORE, 

Jersey  City,  New  Jersey. 

The  subject  of  this  sketch  was  born  in  Newark, 
New  Jersey,  April  17,  1836,  where  his  father,  Frederick 
Moore,  who  was  an  old  settler  of  that  place,  ran  a  hotel. 
Mr.  Moore  attended  the  public  pay  school  of  his 
native  city  until  he  was  16  vcars  of  age,  when  he  en- 
tered the  employ  of  the  old  Morris  &  Es- 
sex Railroad.  now  the  Delaware,  Lacka- 
wanna &  Western,  as  a  painter  in  the 
repair  shops  at  Newark.  Some  time  later  he  changed 
his  avocation  to  that  of  a  vvood  passer  on  the  same 
road,  in  which  capacity  he  worked  for  six  months. 
He  then  left  for  the  west,  securing  a  position  as  fire- 
man on  the  ISIichigan  Central  Railroad,  his  run  being 
from  Michigan  City  to  Chicago.  After  two  years 
he  returned  east  and  entered  the  employ  of  the  Erie 
as  engineer,  in  which  capacity  he  has  worked  ever 
since  to  the  entire  satisfaction  of  his  superiors.  Mr. 
Moore  has  never  had  an  accident  during  his  career  as 
an  engineer,  which  speaks  well  for  his  carefulness 
during  the  thirty-six  years  he  has  been  in  the  employ 
of  the  Erie.  He  is  now  running  a  switch  engine  in 
the  yards  at  Jersey  City,  and  by  the  nature  of  his  work 
is  enabled  to  be  much  at  home,  which  is  pleasing  to 
Mr.  Moore,  being  a  decided  home  man.  He  was 
united  in  marriage  in  i860  to  Miss  Hester  A.  Nor- 
wood, daughter  of  Elias  Norwood,  a  wood  turner  of 
Newark,  and  they  have  one  child,  Arline  F.,  now  Mrs. 
William  H.  Brown  of  Orange,  New  Jersey.  Mr. 
Moore  is  a  member  of  Farnsworth  Lodge,  I.  O.  O. 
F.,  of  Jersey  City;  Royal  Arcanum,  and  of  Lodge 
135,  B.  of  L.  E.,  of  Jersey  City.  He  is  a  popular  man 
among  his  fellow  workmen,  and  has  the  esteem  of  his 
many  acquaintances  in  Jersey  City,  where  he  has  lived 
for  many  years. 


DAVID   MORGAN, 

Carbondale,   Pennsylvania. 

The  career  of  David  Morgan  demonstrates  clearly 
that  success  awaits  every  one  who  perseveres  and 
who  has  constantly  in  mind  the  betterment  of  his  sta- 
tion in  life.  The  son  of  Griffith  Morgan,  a  miner  of 
Wales,  he  was  born  in  that  country,  April  20,  i85i. 
His  father  moved  to  the  United  States  shortly  after 
his  birth,  and  David  had  the  benefit  of  the  public 
schools  until  he  was  10  years  of  age.  At  that  time  he 
began  work  as  a  slate  picker  on  the  breakers  for  the 
Delaware  &  Hudson  Coal  Company  at  Carbondale, 
and  worked  in  that  capacity  for  four  years.  For  the 
ensuing  year  he  drove  a  mule  in  the  mines,  and  then 
went  to  work  for  the  Gravity  Road  as  an  oiler.  Two 
years  later  he  entered  the  service  of  the   De'aware   & 


Huds<  ri.  and  for  three  years  worked  as  a  blacksmith 
and  in  other  capacitii  f  In  1881  he  was  employed 
by  the  Erie  as  a  galv;  nizer,  and  after  six  months  he 
was  advanced  to  firenian.  Having  always  made  it  a 
rule  to  do  his  work  well,  he  carried  this  quality  with 
him  in  his  new  vocation,  and  after  five  years  of  efficient 
service  he  was  promoted  to  engineer.  Since  the 
spring  of  1886,  or  for  the  past  thirteen  years,  he  has 
run  an  engine  in  the  freight  service  of  the  Erie  on  the 
Jefferson  Division,  and  he  is  as  competent  and  able 
a  runner  as  any  on  the  division.  He  was  united  in 
marriage  September  9.  1880,  to  Miss  Libby  A. 
Mathews,  daughter  01  Peter  Mathews,  a  farmer  of 
W^iyne  County,  Penns-ylvania.  They  have  one  child, 
John  M.  Morgan,  agt  i  16,  who  is  a  clerk  in  a  large 
clothing  establishment  at  Carbondale.  Mr.  Morgan  is 
a  member  of  the  B.  of  L.  E.,  Division  468,  and  was 
Second  Engineer  of  the  division  for  two  terms.  He 
owns  a  fine  residence  on  Salem  avenue,  and  is  one  of 
Carbondale's   most   substantial    citizens. 


PHILIP  E.   MORRISON, 
Meadville,    Pennsylvania. 

Philip  E.  Morrison  was  born  in  Transfer,  Mercer 
County,  Pennsylvania,  August  19,  i860,  and  is  the  son 
of  Philip  Morrison,  a  prominent  farmer  of  Mercer 
County.  He  assisted  on  the  farm  and  attended  school 
until  he  was  19  years  of  age,  when,  having  decided  to 
make  farming  his  future  occupation,  he  devoted  him- 
self to  that  work  until  August  19,  1885,  when,  being 
offered  a  position  as  fireman  on  the  old  New  York, 
Pennsylvania  &  Ohio,  he  accepted  the  same  and  bade 
farewell  to  farm  life.  He  fired  three  years  on  freight 
and  the  same  length  of  time  on  passenger,  when,  on 
August  4,  1891,  his  steady  and  efficient  service  was 
rewarded  by  promotion  to  engineer,  since  which  time 
he  has  been  running  on  through  freight.  Mr.  Pilor- 
rison  is  known  as  one  of  the  Erie's  most  conservative 
and  efficient  men  and  has  the  regard  of  all  whose  pleas- 
ure it  is  to  know  him.  He  has  never  been  injured, 
although  it  has  fallen  to  his  lot  to  be  in  a  number  of 
wrecks,  the  most  serious  of  which  occurred  at  War- 
ren, Ohio,  when  train  No.  14  ran  into  an  open  switch 
and  collided  with  train  No.  35,  engine  17.2,  which  was 
on  the  siding  waiting  for  No.  14  to  pass.  Engineer 
Charles  Fessenden  and  Fireman  Adsit  of  No.  14  were 
seriously  injured,  but  Mr.  Morrison,  who  was  firing 
on  No.  35,  and  his  engineer  were  unhurt.  On  De- 
cember 19,  1884,  Mr.  Morrison  was  united  in  marriage 
to  Miss  Ella  Cramer,  daughter  of  Abraham  Cramer, 
a  prominent  farmer  of  Orangeville,  Trumbull  County. 
Ohio.  Four  children  have  been  born  to  them,  one  of 
whom,   Blanche  M.,   died  at  the  age  of  4  years  and  3 


AMERICAN    LOCOMOTIXE    EXGINEERS. 


415 


JAMES    11.    liruPIlY. 


MOSES  MYERS. 


416 


ERIE    RAILWAY    EDITION. 


months.  Maude  E.,  aged  13  years,  is  attending 
school,  as  is  Genevieve,  aged  6  years,  while  Lizzette, 
aged  18  months,  is  the  baby.  Mr.  Morrison  is  a  mem- 
ber of  B.  of  L.  E.,  No.  43,  and  B.  P.  O.  E.,  Mead- 
ville  Lodge  No.  219.  He  owns  fine  property  in  Mead- 
ville  and  is  universally  respected. 


JOHN  MULVEY, 
Youngstown,  Ohio. 

John  Mulvcy  is  a  native  of  Canada,  having  been  born 
in  the  City  of  Toronto  in  June.  1859.  His  parents 
moved  to  Youngstown,  Ohio,  when  he  was  6  years 
of  age,  and  there  he  received  his  education,  going  to 
work  in  a  grocery  store  when  he  was  12  years  of  age. 
He  left  this  place  to  accept  the  position  of  call  boy 
on  the  Erie,  and  after  a  short  time  was  promoted  to 
office  boy  and  helper  in  the  roundhouse.  In  February, 
1881.  he  was  promoted  to  fireman,  and  after  five  years', 
'of  efficient  service  was  raised  to  the  rank  of  engineer,, 
having  run  regular  ever  since.  Mr.  Mulvey  is  a 
member  of  Friendship  Lodge  No.  329,  and  owns  con- 
siderable real  estate  and  other  property  in  Y'ovmgs- 
•toVn,  where  lie  is  regarded  as  a  substantial  and  re- 
spected citizen.  Mr.  ^lulvey's  mother,  who  is  67 
years  of  age,  resides  with  him.  ; 


JOHN  B.  MURPHY, 

Gabon,  Ohio. 

No  engineer  in  the  employ  of  the  Erie  can  show  a 
clearer  record  than  John  B.  Murphy,  who  for  the 
past  twenty-four  years  has  been  an  employe  of  this 
great  system.  He  was  born  in  Dayton,  Ohio,  No- 
vember 15,  1859,  and  is  the  son  of  John  Murphy,  who 
still  lives  in  Dayton,  and  is  also  an  employe  of  the 
Erie.  Mr.  JIurphy  attended  school  until  he  was  15 
years  of  age,  acquiring  a  good  common  school  edu- 
cation, after  which  he  worked  a  year  as  an  apprentice 
in  the  Dayton  machine  shops.  He  secured  a  position 
on  the  Atlantic  &  Great  Western  in  1875,  firing  an  old 
wood  burner  in  the  Dayton  yards,  and  after  firitig 
freight  for  five  years  and  passenger  three  years  was 
promoted  to  engineer  in  August,  1883.  For  fifteen 
years  he  was  engaged  in  the  freight  service,  when  his 
ability  was  further  rewarded  by  promotion  to 
the  fast  and  important  run  on  the  passengers 
known  as  Nos.  1  and  12.  This  run  he  has  now 
had  one  year.  He  has  never  had  an  accident  of  any 
kind,  and  has  never  received  a  reprimand  from  his 
superiors.  In  September,  1886,  he  was  married  to 
Miss  Josephine   Downey,   daughter  of  John   Downey, 


a  prominent  farmer  of  Owensboro,  Kentucky,  who 
was  an  early  settler  of  that  state.  They  have  no  chil- 
dren. Mr.  Murphy  is  a  member  of  B.  of  L.  E.,  Di- 
vision 16.  He  owns  fine  property  in  Gallon,  and  is 
well  liked  by  all  his  acquaintances.  A  notable  occur- 
rence happened  on  June  22,  1880,  while  Mr.  Murphy 
was  firing  between  Gallon  and  Dayton.  On  that  day 
the  road,  which  was  then  the  Atlantic  &  Great  West- 
ern, was  being  narrowed,  and  Mr.  Murphy  left  Day- 
ton at  8  a.  m.  on  a  narrow  gauge  engine  and  arrived 
at  Gabon  at  5  p.  m.,  making  an  average  of  fifteen 
miles  an  hour,  and  only  at  one  point  were  they  delayed 
by  the  men  who  were  narrowing  the  track. 


JAMES    M.    MURPHY, 

Gabon,  Ohio. 

James  M.  Murphy  was  born  in  Jersey  City,  New  Jer- 
sey, November  11,  1857,  where  his  father,  Patrick  Mur- 
phy, a  railroad  man,  was  in  the  employ  of  the  Erie  for 
a  number  of  years  previous  to  moving  to  Urbana, 
Ohio,  in  i860.  After  attending  school  until  he  was 
18  years  of  age  the  young  man  started  out  into  the 
world  to  find  emplo\'ment  and  look  after  himself.  He 
farmed  a  short  time,  but  soon  abandoned  that  voca- 
tion and  entered  the  eniploj'  of  the  Erie,  working  in 
the  transfer  freight  house  at  Urbana.  In  1876  he  went 
to  the  hoist  and  worked  there  two  years,  when  he 
was  placed  in  charge  of  it  at  night.  He  continued  in 
that  capacity  until  18S1,  when  it  was  taken  down,  and 
then  he  went  to  firing  a  switch  engine  in  the  yards  at 
Urbana.  After  about  a  j'car  he  was  transferred  to 
road  service,  in  which  he  continued  two  years,  when 
he  was  promoted  to  engineer.  Since  January.  1884,  he 
has  been  continuously  in  the  freight  service,  with  oc- 
casional extra  passenger  duty.  He  is  well  known  as  a 
highly  competent  engineer  and  has  made  a  record  for 
himself  as  a  man  of  judgment  and  ability  in  tight 
places.  Thus  it  is  that  he  has  never  had  a  wreck  of 
any  kind  in  his  career  on  the  footboard.  On  one  oc- 
casion, when  he  was  pulling  the  second  section  of  traip. 
No.  18,  on  the  Third  Division,  the  train  broke  into 
three  parts.  Mr.  Murphy's  careful  work  in  catching 
the  cuts  averted  serious  damage,  and  after  the  broken 
parts  had  been  chained  up  the  train  proceeded  on  its 
way.  He  was  married  February  8,  1888,  to  Miss  B. 
Anna  Graham,  daughter  of  Wiliam  Graham,  a  farmer 
of  near  Piqua,  Ohio,  and  two  children  have  come  to 
make  their  home  pleasant.  Wilbur  J.,  aged  9,  is  at- 
tending school,  while  Virgil  C,  aged  3,  is  the  baby. 
Mr.  Murphy  owns  fine  residence  property  and  is  a 
highly  respected  citizen  of  Gallon.  He  is  a  member 
of  B.  of  L.  E.,  Division  16;  C.  K.  of  O.,  Branch  No. 
107.  and  Crawford  Court,  Tribe  of  Ben  Hur. 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


417 


PATRICK  F.  MURPHY, 

Huntington,    Indiana. 

Patrick  F.  Miirphj-  was  born  in  Dunkirk,  New  York, 
January  J4,  1857,  and  is  the  son  of  Francis  G.  Mur- 
pliy,  an  employe  of  the  Erie  at  Dunkirk.  After  re- 
ceiving a  common  school  education  the  young  man 
secured  a  position  as  a  stationary  engineer,  and  after 
filling  that  position  for  eighteen  months  he  entered 
the  Brooks  Locomotive  Works  at  Dunkirk  as  an  ap- 
prentice. After  five  years'  service  with  this  company 
he  accepted  a  position  as  machinist  in  the  Chicago, 
Rock  Island  &  Pacific  Railroad  shops  at  Stewart, 
Iowa,  where  he  remained  one  year,  and  then  returned 
east  and  entered  the  grocery  business  at  Dunkirk.  A 
year  later  he  sold  his  grocery  and  accepted  a  position 
as  fireman  on  the  Erie  under  Master  Mechanic  Ack- 
ley.  After  firing  a  short  time  he  was  advanced  to 
roundhouse  hostler  at  Huntington,  but  soon  went 
back  to  firing,  and  after  serving  three  years  in  tliis 
capacity  was  promoted  to  engineer  in  1885.  He  was 
assigned  to  a  switch  engine  at  Marion,  where 
he  remained  twelve  years,  being  recently  transferred 
to  tlie  Huntington  yards.  He  was  married  Novem- 
ber 6,  1886,  to  Miss  Alice  Catherine  Kintz,  daughter 
of  Thomas  J.  Kintz,  a  prominent  farmer  of  Hunting- 
ton County.  Indiana.  Mrs.  Murphy  is  a  member  of 
T.  B.  H.  Lodge  of  Huntington,  and  takes  considerable 
interest  in  social  affairs.  Mr.  Murphy  is  a  property 
owner  of  Huntington,  and  is  an  influential  citizen, 
who  is  widely  respected.  He  is  a  member  of  B.  of  L. 
E.,  Division  221,  and  A.   O.   H.  of  Huntington. 


MOSES  MYERS, 

Carbondale,  Pennsylvania. 

On  December  g,  1856,  Moses  Myers  was  born  in 
Orange  County,  New  York.  His  father,  Benjamin 
Myers,  was  a  pioneer  farmer  of  that  section  of  New 
York  State,  and  the  young  man  attended  the  district 
school  near  his  home  until  he  was  15  years  of  age.  Ht 
then  engaged  actively  at  farming  and  followed  it  until 
1875,  when  he  went  to  work  in  the  Erie  car  shops  at 
Port  Jervis  as  a  car  repairer.  He  remained  there 
eighteen  months  and  then  was  advanced  to  fireman. 
In  this  capacity  he  served  seven  years,  six  on  freight 
and  one  on  passenger,  running  between  Port  Jervis 
and  Susquehanna  and  Carbondale.  He  was  promoted 
to  engineer  on  what  some  might  think  an  unlucky 
date— September  13,  1883,  but  Mr.  Myers  has  never 
had  any  occasion  to  be  superstitious,  for  during  the 
sixteen  years  he  has  run  an  engine  he  has  never  had 
an  accident,  and  his  ability  and  judgment  have  won 
him  a  place  of  high  regard  with  the  officials  of  the 
Jefferson  Division,  while  there  are  none  more  popu- 
lar with  their  fellow  workmen  than  he.  He  was  united 
in  marriage  with  Miss  Maggie  Silsbee,  daughter  of 
Louis  Silsbee,  a  merchant  of  Lackawanna  County, 
Pennsylvania.  They  have  one  child,  Jennie,  a  bright 
miss  of  14,  who  is  attending  school.  Mr.  Myers  is  a 
member  of  B.  of  L.  E.,  Division  468,  and  has  been  a 
subordinate  officer  of  the  order.  Mrs.  Myers  is  a 
charter  member  of  Division  120,  B.  of  L.  E.  Auxili- 
ary. This  worthy  couple  are  two  of  Carbondale's 
most  respected  citizens,  and  are  popular  in  society  as 
well   as   with   their  acquaintances  generally. 


WILLIAM  J.   MURRAY, 
Briar   Hill,    Ohio. 

Born  in  Cleveland,  Ohio,  November  19,  1868,  Will- 
iam J.  Murray  became  a  call  boy  on  the  Erie  at  the 
age  of  14.  Two  years  later  he  was  advanced  to  a  posi- 
tion in  the  store  room,  where  he  served  three  years. 
He  was  then  given  a  position  as  fireman,  and  after 
firing  a  few  months  was  transferred  to  work  in  the 
roundhouse.  Si.x  months  later  he  was  again  put  to 
firing,  and  after  ten  years  of  efficient  service  was 
given  a  merited  promotion  to  engineer,  having  run 
since  in  the  freight  and  yard  service.  Mr.  Murray 
was  married  November  22,  1898,  to  Miss  Jennie  Mc- 
Cannon  of  Youngstown,  daughter  of  Mrs.  McCan- 
non,  who  owns  the  Colonnade  Hotel,  which  is  the 
chosen  home  of  many  Youngstown  engineers. 


CLARENCE  J.   NEAL, 
Meadville,   Pennsylvania. 

Clarence  J.  Neal  was  born  in  Putney,  Vermont, 
September  19,  1859,  and  began  his  railroad  career  in 
January,  1876,  as  a  fireman  on  the  Atlantic  &  Great 
Western,  running  out  of  Meadville.  He  was  pro- 
moted to  engineer  in  January,  1883,  and  for  the  past 
two  years  has  run  trains  93  and  102.  He  is  a  mem- 
ber of  Lodge  No.  43,  B.  of  L.  E.,  and  is  regarded  as 
one  of  the  best  runners  on  the  division,  never  having 
any  accidents  of  consequence.  His  father  was  Charles 
Neal,  a  contracting  carpenter  of  Putney,  Vermont. 


WALTER  E.   NEARPASS, 

Port  Jervis,  New  York. 

Walter   E.    Nearpass,   although   one  of  the  younger 
engineers  of  the   Erie,  is  nevertheless  one  of  its  most 


418 


ERIE    RAILWAY    EDITION. 


careful  and  painstaking  men,  and  if  there  is  anything 
to  be  said  in  favor  of  the  "law  of  heredity"  it  is  to  that, 
perhaps,   that   we   must   look   for  the   explanation,   for 
he    comes   from    good    old    Dutch — Holland     Dutch — 
stock,  on  both  sides  of  the  house,  and  that  is  a  stock 
which  is  cautious,  but — once  being  sure — always  goes 
ahead   and   "stays   with   it."     Born  at   Mill   Rift,    Pike 
County,    Pennsylvania,    on    October   25,    1865,    he    ob- 
tained  his   schooling,    up   to   the   age   of    16,    in     Port 
Jervis,  and  then  went  to  work  to  learn  the  plumbing 
and  tinsmithing  trade,  at  which  he  was  employed  for 
six  years  in   Port  Jervis.     Following  this,   in  August, 
1887,  he  went  to  work  as  a  fireman  on  the  Erie,  at  the 
beginning  being  an  extra  man,   running  "first  in  and 
first  out"   on  the  New   York   Division,   but  soon   get- 
ting a  regular  run  on  the  Port  Jervis  "pick-up."     He 
was    not    destined,    however,    to    follow    firing    for    a 
very  long  time,  for  but  a  little  over  three  years  had 
passed  when,  on  October  17,  1890,  he  was  promoted  to 
engineer    and    went   to    running    extras    for    the    New 
York   Division,   where  he  still   remains.     Just  as  soon 
as  he   was  eligible  to  join  the   Brotherhood  of  Loco- 
motive  Engineers   he   did   so,   his   membership   of   Di- 
vision 54  of  Port  Jervis  dating  from  the  latter  part  of 
1891.     He  is  also  a  member  of  Deer  Park  Council  No. 
56   of    the    Royal    Templars    of     Temperance    of    Port 
Jervis.     Mr.   Nearpass  was   married  on   December  20, 
1887,  to  Miss  Frances  A.  Ogden,  at  Otisville,  Orange 
County,   New   York,  and   Mr.  and  Mrs.   Nearpass  are 
now    living    happily    with    their     three     children — two 
girls  and  a  boy — at  Matamoras,   Pennsylvania,  across 
the  Delaware  from   Port  Jervis.     During  his  life  as  a 
railroad   man   Mr.    Nearpass   has   been   singularly   free 
from  accident.     He  has  never  been  hurt  himself,   nor 
has  he  ever  injured  either  a  trainman  or  a  passenger, 
save    in    one    instance    where    a   brakeman    slipped    on 
the   ice  and  lost  his  hand,  not,  however,  through  any 
fault  of  Mr.  Nearpass.     Once  his  engine,  for  some  un- 
explained  reason,   ran   off  the    Newburgh   switch   and 
turned  over  on  her  side,  fortunately  without  injury  to 
any  one,  and  on  another  occasion,  a  block  being  out 
of  order,   he  all  but  ran  into  the  train  ahead  of  him, 
a  serious  wreck  being  avoided  by  a  margin  of  a  very 
few  feet.     Mr.  Nearpass  is  a  man  very  much  interested 
in  his  calling,  anything  in  the  line  of  machinery  and 
mechanics   appealing  to  him   very   strongly,   so   much 
so  that  it  is  not  at  all  a  matter  of  conjecture  that  one 
of   these    days   he   will    be    heard    from      either   as   an 
original    inventor   or   as   the   author   of   improvements 
in  machinery  which   will  be  noteworthy.     He  is  built 
of  the   kind   of   stuff  that   makes   successful   men,   and 
if  constant  attention  to  the  details  of  his  business  will 
bring  advancement  it  goes  without  saying  that  he  will 
go  far,  for  these  are  the  things  that  count. 


GORTON   NELSON, 

Buffalo,  New  York, 

Gorton    Nelson,    of    Scotch   and    Irish   parents,    was 
born    at    Attica,     Wyoming     County,    New     York,    in 
1863.      Here   he   attended   school   until   the   age   of   14, 
when  he  began  his  business  life  as  clerk  in  a  grocery 
store  in  his  native  town.     This  he  left  to  follow  in  the 
footsteps    of    the    father    of    our   country,    and    carried 
the   rod  for   Mr.   W.   A.   Haven,  Assistant   Chief    En- 
gineer of  the  Erie.     This  work  finished  young  Nelson 
began  firing,  August  5,   1882,  on  the   B.  S.  W.   D.,  in 
both    freight   and   passenger    service;   on    January     8, 
i88,^    he    was    transferred    to     the     Buffalo     Division, 
where   he    was    made    passenger   fireman    on    Septem- 
ber  19,   1899,   firing  for  Henry  Schilling,  who  is  men- 
tioned  in   another   part  of   this  book.     Just   one  year 
after  this  last  transfer,  he  was  promoted  to  the  grade 
of  engineer,   running   freight   on   the   rounds   between 
Buffalo,   Hornellsville  and  Niagara  Falls.     While  it  is 
useless  to  say  that   Mr.   Nelson  never  had  any  minor 
accidents,    as   the    saying   is    that    "it   costs    money   to 
make    engineers,"   yet    his   record    shows   that   he    has 
never  had  an  accident  of  moment,  and,  although  one 
of  the  youngest  engineers  in  the  service  of  the  road, 
he    is   credited   with    being   as    careful   and   efficient   a 
man  as  any  in  their  employ.     Mr.  Nelson,  almost  need- 
less to  say,  is  a  member  of  the  Brotherhood,  and  has 
been  one  for  over  six  years,  and  has  already,  although 
so   young    a    man,    held   the    office    of    Chaplain    with 
credit  to  himself  and  satisfaction  to  his  fellow  mem- 
bers.    He  has  also  held  the  position  of  First  Engineer 
in  that  body,  and  was  elected  alternate  member  of  the 
Legislative    Board,   serving   last  year  in   the   place   of 
i\Ir.   H.  W.   Clendenning.     He  is  a  true   Brotherhood 
man,   first,   last  and  always.     Judged  by  the   standard 
of    his    career    during    the    last    seventeen    years,    Mr. 
Nelson  has  ahead  of  him  a  life  of  honorable  advance- 
ment  in   his    chosen   profession,   and     his    name     will 
doubtless  be  heard  in  the  future  achievements  of  the 
Brotherhood.      Mr.    Nelson    was    married   on    the   23d 
of   December,   1890,  to  Miss  Cora   Kriegelstein  of  At- 
tica,   who    presides   with    innate     hospitality    at     their 
home  at  403  South  Division  street,  Buffalo. 


WILLIAM   C.  NEWBERRY, 

Salamanca,    New   York. 

William  C.  Newberry  has  been  in  the  employ  of  the 
Erie  for  thirty-seven  years,  having  begun  his  connec- 
tion with  the  road  when  it  was  being  constructed.  The 
son  of  Harvey  C.  Newberry,  a  farmer  of  Kent,  Ohio, 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


419 


WALTER    E.    NEARPASS. 


GORTON  NELSON. 


420 


ERIE    RAILWAY    EDITION. 


he  was  born  on  a  farm  near  that  town,  November  24, 
1837.  He  attended  school  and  worked  on  the  farm 
until  he  was  18  years  of  age.  when  he  devoted  his 
entire  time  to  tilling  the  soil.  In  March,  1862,  he 
was  engaged  to  take  a  drove  of  eighty  horses  to  Mead- 
ville  and  Corry,  Pennsylvania,  which  were  to  be  used 
in  the  grading  of  the  Erie  Railroad  west  of  Corry. 
After  delivering  the  horses  he  was  engaged  by  the 
contractors  to  buy  feed  for  them  and  see  that  it 
was  delivered  as  per  contract.  He  was  employed  in 
this  way  until  all  the  grading  was  done  and  ready  for 
the  track  to  be  laid,  and  then  for  some  time  was  en- 
gaged in  superintending  the  reshipping  of  the  rails  at 
Corry.  When  the  road  was  completed  in  the  winter 
of  1862,  he  was  employed  as  fireman,  and  worked  in 
that  capacity  until  the  spring  of  1865,  when  he  was 
promoted  to  engineer.  After  running  two  years  he 
was  transferred  to  the  machine  shops  for  four  years, 
at  the  end  of  which  time  he  recommenced  running 
and  has  since  continued,  being  advanced  from  time 
to  time  until  now  he  holds  a  run  on  Nos.  3  and  8, 
two  of  the  most  important  trains  on  the  Meadville 
Division,  east.  Mr.  Newberry  had  a  collision  in  1880, 
about  a  mile  west  of  Venango,  but  it  was  of  small  im- 
portance, no  one  being  hurt  and  but  litle  damage 
done.  It  is  the  only  accident  he  has  ever  had, 
and  considering  that  at  some  time  he  has  pulled  every 
train  on  the  division  demonstrates  the  ability  and 
judgment  that  is  rightfully  his.  He  has  on  many  oc- 
casions been  complimented  by  the  officials  for  his 
efficiency  and  numerous  fast  runs.  In  the  spring  of 
1864  Mr.  Newberry  was  married  to  Miss  Emma  J. 
Williams,  daughter  of  Daniel  W.  Williams,  a  foundry 
and  machine  manufacturer  of  Jamestown,  New  York. 
One  child  was  born  to  them;  John  A.,  31  years  of  age, 
now  married  to  Mary  Montgomery,  and  runs  a  dining 
car  on  the  Hudson  River  Railroad.  Mrs.  Newberry 
died  November  15,  1879,  and  on  December  13,  1885, 
Mr.  Newberry  was  united  in  marriage  to  Mrs.  Sara 
G.  Boies,  daughter  of  Harry  Goodell  of  Corry.  Mr. 
Newberry  owns  fine  residence  property  in  Salamanca, 
and  is  a  prominent  member  of  Division  43,  B.  of  L.  E., 
having  been  a  member  of  the  Grievance  Committee 
for  this  Division. 


D.   S.   NILES, 

Hornellsville,  New  Y'ork. 

One  of  the  most  pleasant  homes  in  Hornellsville  is 
that  of  D.  S.  Niles,  a  highly  competent  engineer  of 
the  Erie  Railroad.  Mr.  Niles  was  married  in  Septem- 
ber, 1881,  to  Miss  ^largaret  Crane,  an  accomplished 
lady  of  Allegheny,  New  York,  and  their  union  was 
blessed    by   two    children,    one   of   whom.    Hazel,    sur- 


vives and  is  the  sunshine  of  this  happy  home.  Mr. 
Niles  was  born  January  6,  1856,  in  Bradford,  Penn- 
sylvania, and  secured  his  education  in  the  public 
schools  of  Meadville,  Pennsylvania.  After  leaving 
school  he  worked  as  an  oil  well  driller  for  some  time 
and  began  his  railroad  career  in  1886  as  a  fireman  on 
the  Susquehanna  Division,  where  his  work  was  of 
such  a  high  character  that  he  was  rewarded  by  pro- 
motion to  engineer  after  four  years'  service  as  fire- 
man. He  began  to  run  in  January,  1890,  since  which 
time  he  has  done  duty  as  a  freight  engineer  and  his 
work  has  always  been  so  ably  and  efticiently  per- 
formed that  he  has  won  a  place  of  high  regard  with 
the  officials  of  his  division.  He  is  a  prominent  mem- 
ber of  Division  47,  B.  of  L.  E.,  having  been  Third  As- 
sistant Engineer  several  times.  Mr.  Niles  is  well 
thought  of  by  his  brother  engineers  and  is  regarded 
as  a  citizen  of  worth  by  his  neighbors  in  Hornellsville. 


JAMES  A.   NORRIS. 
Carbondale,    Pennsylvania. 

James  A.  Norris  was  born  in  Port  Jervis,  New 
York,  on  May  12,  1868,  and  after  attending  school 
until  he  was  13  years  of  age,  secured  a  position  as 
office  boy  on  the  Erie,  which  he  held  for  two  years. 
He  then  worked  as  galvanizer  and  wiper  in  the  round- 
house three  years,  going  on  the  road  as  fireman  in 
1886,  and  being  promoted  to  engineer  in  1890,  since 
when  he  has  run  in  the  freight  service,  principally  on 
the  Jefferson  Division.  Mr.  Norris  was  married 
March  27,  1889,  to  Miss  Jessie  Beach,  daughter  of  Ben- 
jamin Beach,  a  farmer  of  Wayne  County,  Pennsyl- 
vania. They  have  one  child,  Lois  A.,  aged  8  years. 
Mr.  Norris  is  a  subordinate  officer  of  Lodge  No.  468, 
B.  of  L.  E.,  and  owns  a  pleasant  residence  in  Carbon- 
dale. 


FREDERICK  K.   NORTON, 

Nyack,  New  York. 

Mr,  Norton  was  born  in  New  York  City  on  Decem- 
ber 13,  1857,  but  received  his  schooling  in  Passaic, 
New  Jersey,  where  he  attended  school  up  to  the  age 
of  16  years  and  6  months.  His  first  employment  was 
as  clerk  in  a  shoe  store,  which  occupation  he  followed 
for  a  year,  and  then  entered  the  employ  of  Reed  & 
Barry  as  messenger  between  their  dye  and  print 
works  at  Passaic  and  their  New  Y^ork  office.  Here  he 
remained  for  ten  months  and  then  passed  into  the 
employ  of  Groocock  &  Co.,  950  Broadway,  New 
York,     in  the     parquetry  and     wainscoting     business, 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


421 


WILLIAM  C.  NEWBERRY. 


D.    S.    NILES. 


422 


ERIE    RAILWAY    EDITION. 


with  whom  he  remained  two  months,  leaving  this  posi- 
tion to  accept  a  situation  with  the  Erie  Railroad  as 
fireman.  His  service  with  the  Erie  dates  from  Janu- 
ary 25,  1877.  At  first  he  was  set  at  firing  extra  on 
the  Eastern  Division  and  in  the  Jersey  City  yard,  then 
was  made  extra  fireman  on  freight,  and  while  on  the 
Eastern  Division  he  fired,  at  different  times,  for  M. 
M.  Rounds,  Hosea  Hammond,  William  Lewis,  Will- 
iam Buchanan  and  Isaac  Stansbury.  On  February 
II,  1879,  he  was  transferred  to  the  Northern  Railroad 
of  New  Jersey  and  fired  three  years  for  John  Parsells 
and  four  years  for  Ben  Scribner,  besides  being  for  six 
months  with  Al  Phillips  in  the  Jersey  City  yard.  On 
July  26.  1886,  he  was  promoted  to  freight  engineer  on 
the  Eastern  Division,  and  began  running  extra  be- 
tween Jersey  City  and  Port  Jervis  and  Port  Jervis 
and  Newburgh.  Here  he  continued  up  to  August  9, 
1889,  when  he  went  to  the  Northern  as  extra  engineer, 
and  on  June  22,  1890,  he  was  given  a  regular  passenger 
run,  the  same  he  now  has,  between  Jersey  City  and 
Nyack.  the  numbers  of  his  trains  at  present  being 
218  and  249,  242  and  245,  and  his  engine  the  478,  an 
old  class  M  Soule  engine.  Since  Mr.  Norton  has 
been  an  engineer  he  has  been  in  no  less  than  three 
collisions,  only  one  of  them  by  his  own  fault,  and 
from  which  he  was  fortunate  enough  in  each  instance 
to  escape  without  injury.  January  26,  1881,  Mr.  Nor- 
ton was  married  to  Miss  Martha  A.  Knapp  of  Nyack, 
New  York,  and  their  family  consists  of  two  sons: 
Frederick  C,  now  a  car  accountant  at  Jersey  City  for 
the  Erie,  and  Frank  A.,  who  is  still  at  school.  While 
Mr.  Norton  was  a  fireman  he  was,  from  1882.  to  1891, 
a  member  of  Lodge  No.  3  of  the  B.  of  L.  F.,  and  he 
became  a  member  of  Division  54,  of  Port  Jervis,  B.  of 
L.  E.,  in  1887,  which  membership  he  still  retains.  A 
sufficient  commentary  on  Mr.  Norton's  character  and 
capabilities  may  perhaps  be  found  in  the  fact  that  from 
the  first  day  of  his  going  to  work  for  himself  up  to 
the  present  he  has  never  been  out  of  employment  for 
a  single  day.  Whenever  he  has  changed  from  one 
position  to  another  it  was  because  the  new  position 
offered  him  a  step  forward,  and  any  one  who  looks  at 
him  today,  with  his  resolute  face  and  the  keen  intellect 
there  manifest,  will  not  have  to  seek  farther  for  the 
underlying  causes  of  his  success.  A  man  today  in  the 
full  prime  of  his  manhood,  there  are  many  and  happy 
years  before  him,  and  the  more  they  are  and  the  hap- 
pier the-better  will  it  accord  with  the  hearty  good  will 
and  wishes  of  those  with  whom  he  is  every  day  asso- 
ciated.   

AZRO   NORTHROP, 
Hornellsville.  New  York. 
Azro    Northrop    was    born    in    Norwich.    Vermont. 
April    II.    1830,    and   spent   his   boyhood    in    that   town. 


His  ancestors  were  a  farming  family  and  pioneers  of 
Vermont,  his  great  uncle.  Captain  Skinner,  being  a 
soldier  in  the  Revolutionary  War.  In  1848  Mr.  North- 
rop took  employment  with  a  Vermont  contractor, 
who  was  on  his  way  to  Hornellsville  to  build  the 
Western  Division  of  the  Erie.  Mr.  Northrop  drove 
a  team  from  Norwich  to  Hornellsville  in  about  two 
weeks'  time,  and  then  worked  on  grading  for  about 
a  year,  leaving  to  enter  the  employ  of  a  farmer,  with 
whom  he  stayed  until  June,  1854,  when  he  secured  a 
position  as  brakeman  on  the  Susquehanna  Division  of 
the  Erie.  He  was  brakeman  six  months,  then  entered 
car  repair  shops,  where  he  worked  two  years,  leaving 
to  take  a  place  in  the  freight  house.  He  then  was- 
given  the  position  of  switchman  in  the  Hornellsville 
yards,  and  worked  in  that  capacity  five  years,  when, 
in  the  fall  of  1861,  he  was  advanced  to  fireman.  In 
June,  1864,  he  went  south  at  the  call  of  the  govern- 
ment and  ran  an  engine  in  and  about  Atlanta  for  six 
months,  hauling  soldiers  and  ammunition  trains.  In 
November.  1864,  he  returned  home  and  went  firing  on 
the  Western  Division  of  the  Erie.  In  February.  1865, 
he  was  promoted  to  engineer,  and  ran  a  switch  engine 
for  seven  years.  He  was  then  advanced  to  road  work, 
and  given  a  freight  run,  which  he  held  for  many  years, 
in  time  coming  to  the  distinction  of  one  of  the  best 
passenger  engineers  on  the  division.  He  is  now  run- 
ning Nos.  82  and  II,  fast  freight  and  way  passengers, 
and  although  69  years  of  age  is  hale  and  hearty  and 
good  for  active  service  for  many  years  to  come.  In 
1890  he  was  running  the  second  section  of  No.  12, 
the  fast  Chicago-New  York  passenger,  and  being  be- 
hind was  humming  along  at  about  fifty-five  miles  an 
hour,  so  as  to  get  to  Elmira  as  near  on  time  as  possi- . 
blc.  At  North  Elmira  a  branch  road  joins  the  main 
line,  and  for  some  unaccountable  reason  a  freight 
train  had  run  from  the  branch  onto  the  main  line, 
and  rounding  the  curve  Mr.  Northrop  saw  a  collision 
was  inevitable.  He  did  his  best  to  check  the  train, 
and  when  it  came  to  the  point  that  he  could  do  no 
more,  he  jumped,  thereby  saving  his  life,  although  he 
broke  his  wrist  and  got  a  bad  cut  in  the  head.  This 
has  been  his  only  accident  in  the  long  experience  he 
has  had  on  the  rail,  and  he  is  held  in  high  esteem  by 
his  superiors  and  brother  engineers.  On  December 
28,  1858,  Mr.  Northrop  was  married  to  Miss  Elizabeth 
Ryan  of  Hornellsville,  and  seven  children  have  been 
born  to  them,  five  of  whom 'are  living;  George,  aged 
44,  is  employed  in  the  Erie  shops  at  Buffalo:  Mary 
is  the  wife  of  an  engineer;  Mark,  aged  39,  runs  a 
bakery:  Charles  is  a  market  gardener,  and  Fred  a 
machinist.  Mr.  Northrop  is  a  fine  old  gentleman  of 
amiable  disposition  and  upright  character.  His  many 
years  of  married  life  have  been  most  happy,  being 
blest  with  a  wife  of  true  motherlv  instincts  and  Chris- 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


423 


^a^H 

«fli^^^^^k 

L^y  ™ 

i 

tk 

AZRO  NORTHROP. 


LUKE   O'BRIEN. 


424 


ERIE    RAILWAY    EDITION. 


tian  cliarackT.  Mr.  Nortlirop  has  been  an  active 
member  of  the  Methodist  Church  for  the  past  twenty- 
five  years,  and  is  highly  respected  by  all.  He  is  a 
member  of  the  B.  of  L.  E.  and  United  Workmen,  and 
besides  his  home  piojjerty  owns  a  fine  farm  near  the 
city. 


O'Brien  is  a  machinist  at  Lima.  The  other  brothers 
are  Henry  and  Martin,  proprietors  of  one  of  the  finest 
markets   in   the   citv. 


LUKE    O'BRIEN, 

Himtington,    Indiana. 

One  of  the  finest  residences  of  Huntington  is  lo- 
cated at  145  First  street.  It  is  the  home  of  one 
of  Huntington's  leading  citizens,  Luke  O'Brien,  who 
for  the  past  sixteen  years  has  been  a  trusted  employe 
of  the  Erie  Railroad.  Mr.  O'Brien  was  born  in  Gal- 
way,  Ireland,  July  31,  1858.  In  1867  his  father,  who 
was  a  traveling  salesman  for  a  furnishing  house, 
brought  his  family  to  America,  and  located  at  Lima, 
Ohio.  Mr.  O'Brien  attended  school  until  he  was  17 
years  of  age,  receiving  in  the  meantime  a  fine  common 
school  education.  He  entered  the  employ  of  the  Cin- 
cinnati, Hamilton  &  Dayton  Railroad  as  an  appren- 
tice in  the  boiler  shop,  and  after  serving  his  appren- 
ticeship Master  Mechanic  John  Black  promoted  him 
to  the  position  of  fireman,  his  run  being  between 
Toledo  and  Lima.  After  three  years'  service  he  re- 
signed to  accept  similar  employment  with  the  Lake 
Erie  &  Western,  under  Master  Mechanic  Clemmonds. 
He  fired  over  the  entire  system,  Sandusky,  Ohio,  to 
Bloomington,  Illinois,  although  his  regular  run  was 
from  Lima  to  Lafayette,  Indiana.  At  the  end  of  four 
years'  service  with  tJie  L.  E.  &  W.,  he  received  tender 
of  a  position  as  fireman  from  the  Chicago  &  Atlantic 
and  accepted  it.  In  1886.  after  he  had  fired  freight  four 
years  and  passenger  five  years,  he  was  promoted  to 
the  coveted  position  of  engineer.  For  the  past  four 
years  he  has  been  running  local  freight  between  Hunt- 
ington and  Lima,  and  his  numerous  acquaintances  at 
every  station  along  his  run  attest  his  popularity  and 
£enial  character.  He  has  never  had  an  accident  and 
the  officials  of  the  road  attest  his  carefulness  and 
ability  by  saying  that  he  is  one  of  the  best  freight 
engineers  and  has  never  cost  them  a  cent  for  repairs 
that  follow  accidents.  He  was  married  in  1886  to 
Miss  Mary  Boyle,  daughter  of  George  Boyle,  whose 
family  consisted  of  four  children;  two  sons  who  are 
railroad  men,  and  two  daughters.  Mr.  O'Brien  has 
three  children,  of  whom  Harry  Donald,  11  years  of 
age,  and  Cleo  Maria,  aged  9,  are  attending  school. 
The  pride  and  pet  of  the  family  is  Sabina  Lucile,  the 
baby.  Mr.  O'Brien  is  a  member  of  B.  of  L.  E.,  Di- 
vision 221,  and  belongs  to  A.  O.  U.  W.,  Wabash 
Valley  Lodge  No.  44  of  Huntington.  He  has  three 
brothers  and  one  sister.   Miss   May  O'Brien:   Thomas 


BRINEY    O'CONNOR, 

Huntington,   Indiana. 

The  popularity  of  a  railroad  depends  to  a  consid- 
erable extent  upon  the  efSciency  of  its  employes,  and 
one  of  ihe  engineers  who  has  helped  to  make  the  Erie 
popular  with  the  traveling  public  is  Briney  O'Connor, 
who  for  sixteen  years  has  pulled  one  of  the  road's 
important  passenger  trains.  Mr.  O'Connor  was  born 
in  Bradford,  New  Hampshire,  June  10,  1853.  and  at  the 
age  of  II  years  he  left  school  and  immediately  begun 
work  for  the  Hartford,  New  Haven  &  Connecticut 
Railroad  as  water  boy  and  tool  carrier,  a  position  he 
held  for  two  years.  About  this  time  his  father,  John 
O'Connor,  moved  west  to  take  the  position  of  super- 
visor on  the  Oil  City  &  Pithole  Railroad,  and  soon 
after  the  young  man  was  employed  as  chain  man  by 
the  surveying  corps  on  the  Dunkirk,  Allegheny  Valley 
&  Pittsburg  Railroad.  In  a  short  time  he  was  pro- 
moted to  rodman,  and  he  remained  with  the  survey- 
ing corps  four  years.  He  was  ambitious  for  better 
employment,  and,  in  1S72,  he  secured  a  position  as 
fireman  for  the  same  company,  his  run  being  between 
Titusville,  Pennsylvania,  and  Dunkirk.  New  York. 
He  fired  for  nine  years,  occasionally  running  extra  as 
an  engineer,  when  Mr.  J.  C.  Smith  of  the  old  Chi- 
cago &  Atlantic,  learning  of  Mr.  O'Connor's  steadi- 
ness and  ability,  offered  him  employment  as  an  en- 
gineer. He  ^accepted  the  proffered  position  and  was 
assigned  to  a  construction  train  to  distribute  steel  be- 
tween Rochester  and  Huntington.  He  was  on  the 
construction  train  about  one  year,  when  his  exceptional 
ability  won  him  promotion  to  a  passenger  run.  whicli 
lie  has  held  for  the  past  sixteen  years.  He  ran  the 
first  passenger  train  on  the  Erie  out  of  Chicago,  and  is 
the  oldest  engineer  on  the  Chicago  &  Erie  road.  He 
has  never  cost  the  company  a  cent  for  repairs  from 
accidents,  and  has  never  been  suspended  or  called 
up  for  explanations.  He  has  repeatedly  received 
praise  from  the  officials  for  fast  runs  and  good  judg- 
ment displayed  at  critical  moments,  and  he  stands 
high  in  their  estimation  and  in  the  esteem  of  fellow 
engineers.  On  July  2,  1878,  he  was  married  to  Miss 
Anna  Foley  of  Dunkirk,  New  York,  daughter  of  Dan- 
iel Foley,  an  employe  of  the  machinery  department  of 
the  Brooks  Locomotive  Works.  They  have  a  delight- 
ful family  of  six  children  and  the  parents  have  in  view 
the  commendable  purpose  of  giving  them  all  a  college 
education.  May  Geraldine,  aged  18.  is  attending 
Huntington  High  School,  and  will  graduate  next  term. 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


425 


'^      W^-^ 


\ 


BRINEY  O'CONNOR. 


■^VILLIAM   A.    O'DEIiL.. 


426 


ERIE    RAILWAY    EDITION. 


She  is  one  of  the  favorites  of  her  class.  William  Dan- 
iel, aged  i6,  is  attending  the  High  School  and  is  a  very 
industrious  student;  Blanche  iSIargaret,  aged  14: 
Anna,  aged  11,  and  Eleanor  Maria,  aged  8,  are  attend- 
ing St.  Mary's  School;  Hildegarde,  6  years  old,  is  the 
baby  and  the  pet  of  the  household.  Mr.  and  Mrs. 
O'Connor  are  regarded  among  Huntington's  best  citi- 
zens and  make  friends  of  all  whom  they  meet.  Mr. 
O'Connor  owns  several  fine  pieces  of  property  in  the 
city,  one  of  which  is  on  Washington  street,  and  which 
is  one  of  the  nicest  on  that  street.  He  is  a  member  of 
the  B.  of  L.  E.,  Division  No.  221,  and  at  present  is  a 
subordinate  officer  of  that  order. 


WILLIAM  A.  O'DELL, 

Susquehanna,   Pennsylvania. 

Many  of  the  Erie's  most  competent  engineers  began 
their  railroad  career  in  the  humble  capacity  of  engine 
wiper,  and  this  was  the  case  with  William  A.  O'Dell, 
who  now  takes  high  rank  among  the  freight  men  of 
the  Jefiferson  Division.  The  son  of  Youngs  K.  O'Dell, 
an  Erie  engineer,  he  was  born  in  Orange  County,  New 
York,  February  3,  1868.  After  receiving  a  common 
school  education  he  entered  the  employ  of  the  Dela- 
ware &  Hudson  Coal  Company,  where  he  worked  four 
years  as  a  slatepicker.  In  1884  he  was  employed  by  the 
Erie  as  a  galvanizer  in  the  Carbondale  shops,  and  later 
as  an  engine  wiper,  which  position  he  held  for  one 
year  and  three  months.  He  was  advanced  to  fireman 
in  1887  and  for  three  years  ran  on  freight,  being  then 
given  a  run  on  a  passenger  train,  holding  the  latter 
place  until  1892,  when  he  was  promoted  to  engineer 
and  assigned  to  freight  service  on  the  Jefiferson  Divi- 
sion. Mr.  O'Dell  was  married  on  March  23,  1892,  to 
Miss  Katie  O'Hara,  daughter  of  Patrick  O'Hara  of 
Ireland,  and  they  have  a  sharming  family  of  four 
children,  of  whom  Charles,  aged  7,  is  the  oldest,  the 
others  being  Clara  Elizabeth,  Eulalia  May  and  Myr- 
tilla  Rose,  who  are  the  especial  care  and  pride  of  Mrs. 
O'Dell's  motherly  heart.  Mr.  O'Dell  is  afifiliated  with 
B.  of  L.  F.  No.  208,  and  Starrucca  Lodge  No.  137,  B. 
of  L.  E. 


ARTHUR   J.    O'HARA, 
Port  Jervis,   New   York. 

Arthur  J.  O'Hara  was  born  August  7,  1847,  in 
Wayne  County,  Pennsylvania,  and  attended  school 
first  at  his  birthplace  and  afterward  at  Scranton,  Penn- 
sylvania, whither  his  parents  removed  while  he  was 
yet  a  child.  His  father  was  a  contractor  on  the  Dela- 
ware   &   Hudson    Gravity    Railroad   between   Scranton 


and  Archibald,  and  when  Mr.  O'Hara  was  12  years 
of  age  he  went  to  work  with  his  father,  driving  a  team 
on  the  construction  work.  Following  this  his  father 
secured  a  contract  on  the  Bloomsburg  extension  of 
the  Delaware,  Lackawanna  &  Western  Railroad,  and 
here  he  pursued  the  same  employment  during  the  win- 
ter of  1859-60.  When  the  job  was  over  he  returned  to 
Scranton  and  went  back  to  school,  remaining  there 
until  1862,  when,  being  15  years  old,  and  a  big  boy  for 
his  age,  he  got  a  place  as  a  freight  brakeman  on  the 
D..  L.  &  W.  on  the  Southern  Division,  and  held  it 
down  until  1864,  going  from  there  to  the  Philadelphia 
&  Reading,  again  as  a  brakeman,  and  remaining  with 
the  latter  road  until  1866.  He  cime  to  Port  Jervis  in 
June,  1866,  and  as  the  Erie  was  just  then  commencing 
to  use  hard  coal,  and  as  he  was  familiar  with  its  use  he 
got  a  job  as  fireman,  his  first  trip  being  made  with 
Charles  S.  Sampson.  He  fired  on  the  Delaware  Divi- 
sion for  four  years  and  in  1870  was  promoted  to  en- 
gineer, beginning  with  extra  freight,  but  in  a  year  was 
given  a  regular  coal  train  between  Port  Jervis  and 
Hawley.  with  layover  at  Hawley.  This  nm  he  re- 
tained until  1876,  when  on  account  of  a  misunder- 
standing as  to  the  switch  engineer  being  allowed  to 
bring  him  down  from  Honesdale  to  his  home  at  Haw- 
ley, he — as  well  as  the  switch  engineer — was  dis- 
charged, but  the  discharge  occurred  five  months  after 
the  alleged  infraction  of  the  rules.  After  receiving 
offers  from  the  New  York  Central  and  the  Pennsyl- 
vania Railroads,  he  accepted  a  position  with  the 
Greenwood  Lake  Road,  where,  after  putting  up  two 
new  engines  for  the  company,  he  was  given  a  regular 
run  on  that  road,  continuing  in  their  service  until 
1880,  when  he  came  back  to  the  Erie  and  ran  extra 
freight  on  the  New  York  Division  until  1882,  being 
then  transferred  to  the  Delaware  Division.  Here  he 
remained  until  1885,  when  he  was  sent  to  the  Erie  & 
Wyoming  Valley,  then  in  course  of  construction,  as 
engineer  and  conductor  of  the  construction  train,  and 
stayed  with  it  until  the  rails  were  laid  and  the  track 
ballasted.  He  then  took  the  passenger  run  on  that 
road,  and  it  was  here,  in  March,  1886,  that  he  had  a 
very  bad  wreck  at  Middle  Valley,  due  to  a  top-heavy 
engine  and  a  badly  aligned  and  elevated  track,  the 
wreck,  occurring  on  a  very  sharp  curve.  There  had 
been  rain  all  day.  and  the  track  was  full  of  slush 
holes;  the  engine  tipped  up  against  a  three-foot  bank 
and  rolled  over  again,  throwing  Mr.  O'Hara  out 
through  the  cab  roof  and  eighty  feet  clear  of  the 
wreck,  up  against  a  barn.  The  fireman  was  caught 
when  the  engine  rolled  back  and  was  killed.  Mr. 
O'Hara  was  badly  bruised,  but  eight  days  afterward 
was  again  running  his  engine.  In  June.  1886.  he  re- 
turned to  the  Delaware  Division  of  the  Erie  and  ran- 
extra  passenger  for  the  rest  of  that  summer,  tlien  tak- 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


42r 


ARTHUR   J.    OHARA. 


GEORGE  W.  OAKLEY. 


428 


ERIE    RAILWAY    EDITION. 


ing  the  Port  Jervis-Hawley  coal  run  and  continuing 
with  it  until  1890,  when  he  removed  to  Port  Jervis, 
and  now  has  the  express  freight  runs  81  west  and  90 
east  on  the  Delaware  Division,  his  present  engine  be- 
ing the  899,  a  six-wheel  connected,  culm  burner.  Mr. 
O'Hara  has  been  a  member  of  the  Brotherhood  of  Lo- 
comotive Engineers  since  1871,  and  for  the  last  two 
years  has  been  Second  Assistant  Engineer;  he  has 
also  been  a  member  of  the  Legislative  Board  and  has 
been  an  ardent  supporter  of  and  worker  in  the  inter- 
ests of  his  brother  engineers.  He  is  at  the  present 
time  school  tax  collector  of  the  village  of  Port  Jervis, 
funds  to  the  amount  of  $26,000  having  passed  through 
his  hands  in  the  past  year.  He  is  also  the  treasurer 
of  Hose  Company  No.  4  of  Port  Jervis,  and  it  would 
seem  that  his  fellow  townsmen  are  rather  anxious  than 
otherwise  to  entrust  to  him  the  care  of  their  funds. 
Mr.  O'Hara  is  a  communicant  of  St.  Mary's  church. 
Port  Jervis.  He  was  married  in  1869  at  Hawley,  Penn- 
sylvania, to  Miss  Margaret  Rowley,  and  of  their  ten 
children  six  are  now  living.  His  oldest  daughter  is 
now  in  charge  of  a  ward  at  the  Poughkeepsie  Insane 
Asylum,  while  another  daughter  is  stenographer  at  the 
silver  plating  works  at  Gerraantown,  two  boys  and  a 
girl  being  yet  in  school.  Outside  of  the  wreck  above 
referred  to,  Mr.  O'Hara  has  had  many  thrilling  ex- 
periences. In  1889  he  ran  into  the  hind  end  of  a  freight 
and  the  engine  was  thrown  in  the  ditch  with  the  ca- 
boose on  top  of  the  boiler,  three  cars  being  at  the  same 
time  thrown  across  the  other  track,  just  clearing  a 
passenger  train  which  was  passing.  No  one,  however, 
was  hurt.  In  1894,  pulling  train  17  west,  running 
fifty  miles  per  hour,  the  engine  jumped  the  track  near 
Lordville  and  ran  1.800  feet  on  ties,  went  into  the  ditch, 
but  was  back  on  the  track  in  thirty-five  minutes.  In 
spite  of  many  occurrences  of  this  sort  he  has  never 
been  suspended,  and  has  no  black  marks  against  his 
record.  He  has  made  it  the  rule  of  his  life  to  do  his 
duty  to  the  best  of  his  knowledge  and  ability  and  has 
spared  no  pains  to  make  that  knowledge  perfect,  for  he 
realizes  that  no  matter  how  good  a  man's  intentions 
are  he  must  know  what  he  is  about  or  he  will  fail  to 
fill  the  bill.  As  an  instance  of  his  ability  it  is  only  a 
few  days  since  he  brought  the  express  freight  from 
Susquehanna  down  to  Port  Jervis  in  three  hours  and 
thirty  minutes,  twenty  minutes  quicker  than  any  pre- 
vious record.  And  he  had  forty  carloads  of  stock,  at 
that.  Mr.  O'Hara  takes  a  lively  interest  in  politics,  as 
is  natural,  being  a  live  man,  and  it  would  seem  that  his 
views  meet  with  the  approbation  of  his  fellow-citizens, 
for  they  certainly  show  their  confidence  in  him  by 
their  votes. 


MARTIN   J.    O'MALLEY. 
Honesdale,  Pennsylvania. 

Martin  J.  O'Mallcy  claims  Ireland  as  his  birthplace, 
having  been  born  at  Ballinrode,  County  Mayo,  on 
November  11,  1857.  His  parents,  however,  came  to  the 
United  States  in  1869  and  settled  at  Hawley,  Pennsyl- 
vania, where  he  attended  school,  but  at  an  early  age 
was  employed  at  the  inines  as  a  slate-picker,  at  which 
work  he  continued  up  to  1872,  then  entering  the  serv- 
ice of  the  Erie  at  Hawley  as  an  engine-wiper,  in  which 
capacity  he  was  employed  up  to  1879.  In  this  latter 
year  he  became  a  fireman  on  the  Delaware  Division, 
his  first  service  being  on  a  gravel  train,  firing  for 
Steve  Ingraham,  and  at  this  work  he  continued 
through  that  season,  following  it  up  by  firing  on  the 
run  between  Hawley  and  Port  Jervis  for  two  months, 
then  going  to  the  yard  engine  at  Hawley  as  fireman. 
His  next  change  was  to  the  position  of  fireman  on 
the  Honesdale  passenger,  after  which  he  took  charge 
of  the  switch  engine  at  Honesdale — this  being  in  1884 
— retaining  this  position  until  1888,  when  he  was  given 
the  coal  train  between  Honesdale  and  Port  Jervis, 
which  run  he  still  retains,  though  now  it  has  been 
changed  to  a  run  between  Hawley  and  Port  Jervis. 
His  present  engine  is  the  1361,  a  Rogers  eight-wheel 
connected,  burning  mixed  hard  and  soft  coal.  In  1887 
Mr.  O'  Malley  became  a  member  of  the  Brotherhood 
of  Locomotive  Engineers,  identifying  himself  with 
Port  Jervis  Division  No.  54.  He  is  a  communicant  of 
St.  John's  church  of  Honesdale,  and  is  also  a  charter 
inemlier  of  Honesdale  Council  of  the  Knights  of  Co- 
lumbus. He  was  married  in  1886  at  Honesdale  to 
Miss  Mary  E.  Doherty,  and  they  are  now  living  in 
their'  own  comfortable  home  at  that  place  with  their 
three  children,  two  boys  and  a  girl,  all  of  whom  are 
attending  school  at  that  village.  As  to  politics  Mr. 
O'Malley  has  no  aspirations;  he  does  not  desire  either 
office  or  notoriety,  but  it  is  a  noteworthy  fact  that 
when  an  election  comes  around  his  views  are  taken 
into  consideration  and  his  counsel  sought  as  to  can- 
didates and  policy.  The  life  of  an  engineer  does  not 
offer  much  leisure  to  those  who  follow  it  for  the  seek- 
ing or  holding  of  office;  the  calls  of  duty  are  too  con- 
stant and  too  exacting,  and  Mr.  O'Malley  is  one  of 
those  with  whom  the  first  duty  is  to  his  family  and  to 
his  employers.  In  his  railroad  experience  so  far  he 
has  never  been  injured  and  indeed  has  never  been  in 
but  one  wreck  which  could  be  called  serious;  this  one, 
however,  being  serious  only  as  it  smashed  up  some 
cars,  but  without  injury,  fortunately,  to  any  one  there- 
in   concerned.      It    is   to   be   earnestly   hoped   that    his 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


42» 


future  career  may  be  as  free  from  mishaps  as  has 
been  his  past,  for  there  are  many  men  who  might  lie 
much  better  spared. 


GEORGE  W.  OAKLEV, 

Susquehanna.   Pennsylvania. 

Three  years  of  George  W.  Oakley's  life  were  spent  in 
the  service  of  his  country,  he  having  enlisted  in  the 
iioth  New  York  Volunteer  Infantry,  under  Captain 
Boyd,  and  participated  in  the  battles  and  skirmishes 
that  fell  to  the  lot  of  his  regiment  until  October,  1865, 
when  he  was  discharged.  He  was  born  in  Seneca 
Falls,  New  York,  February  8,  184S,  and  his  father  was 
John  Oakley,  a  dyer  and  broadcloth  finisher  of  that 
city.  He  received  a  good  common  school  education 
and  then  went  to  work  as  a  blacksmith,  at  which  trade 
he  was  working  when  he  became  a  soldier.  On  re- 
turning from  the  war  he  engaged  in  farming  and  fol- 
lowed that  pursuit  until  1870,  when  he  accepted  a  po- 
sition as  fireman  on  the  Erie.  He  ran  on  the  Delaware 
and  Jefferson  Divisions  between  Carbondale,  Susque- 
hanna and  Port  Jervis  for  nine  years,  four  years  of  this 
time  being  on  freight  and  five  on  passenger.  On 
February  20,  1879,  he  was  promoted  to  engineer,  and 
for  fourteen  years  ran  freight.  At  the  end  of  that  time 
his  superior  ability  was  recognized  by  promotion  to 
night  engine  inspector,  which  position  he  has  held  for 
the  past  six  years,  discharging  his  duties  with  the  ut- 
most fidelity  and  efficiency.  On  Christmas  Day,  1866, 
Mr.  Oakley  was  joined  in  marriage  to  Miss  Delia 
Campbell,  daughter  of  Andrew  Campbell,  a  prominent 
farmer  of  Oswego  County,  New  York.  They  have  one 
child,  Fred,  aged  17  years,  who  is  attending  high 
school.  Mr.  Oakley  is  regarded  as  one  of  Susque- 
hanna's most  substantial  citizens,  as  he  owns  property 
and  takes  an  interest  in  the  city's  welfare  and  develop- 
ment. He  is  affiliated  with  Starrucca  Lodge  No.  137, 
B.  of  L.  E.;  Canawacta  Lodge  No.  260,  F.  &  A.  M.. 
and  Moody  Post  No.  53,  G.  A.  R. 


MYRON  A.  OAKLEY  , 

Susiiuehaniia,   Pennsylvania. 

The  career  of  Myron  A.  Oakley,  who  is  one  of  the 
Erie's  efficient  engineers  at  this  point,  has  been  marked 
by  no  events  that  especially  distinguish  him  above  the 
man  who  has  made  a  thorough  and  satisfactory  suc- 
cess of  his  life.  The  son  of  Solomon  Oakley,  a  miner 
and  prospector  of  Colorado,  he  was  born  in  Tioga 
County,  New  York,  March  2,  1859.  and  secured  a  good 
common  school  education  in  the  public  schools  of  his 
native  city.     At  the  age  of  14  he  secured  a  position  as 


water  boy  on  the  Erie,  but  after  a  year  he  went  to 
Deposit,  New  York,  to  work  as  a  teamster  for  Wick- 
wise  &  Russell.  He  remained  with  this  firm  two  years 
and  then  went  into  the  Initcher  business  at  Deposit. 
After  seven  years  of  success  in  this  line  he  sold  out  to 
advantage,  an<l  immediately  accciUed  a  place  as  fire- 
man on  the  Erie.  He  fired  for  five  years,  and  in  the 
spring  of  1893  was  promoted  to  engineer  and  assigned 
to  a  freight  run  on  the  Jefferson  Division,  where  he 
still  remains.  Mr.  Oakley  is  a  popular  man  in  Sus- 
quehanna and  numbers  as  his  friends  all  who  have  an 
opportunity  to  become  well  acquainted  with  him,  his 
sterling  character  and  genial  nature  winning  all  alike. 
His  superiors  regard  him  as  one  of  the  most  reliable 
men  on  the  division,  and  his  brothers  of  tlic  B.  of 
L.  E.  esteem  him  highly. 


J.   A.    OAKS, 
Hornellsville.   New   York. 

J.  A.  Oaks  was  born  in  Hamburg,  New  York,  on 
December  27,  1858.  His  father,  who  died  in  1880,  was 
William  Oaks,  an  engineer  on  the  Allegheny  Division 
of  the  Erie  for  many  years.  It  was  but  natural  that 
the  young  man  should  take  to  railroading  in  emulation 
of  his  father,  and  in  1881  he  was  given  a  position  as 
fireman  on  the  Allegheny  Division.  He  was  pro- 
moted to  engineer  in  March,  1884,  and  for  the  past 
year  has  run  fast  freight  east  and  west  on  his  division. 
Mr.  Oaks  wfas  married  on  April  25,  1883,  to  Miss 
Anna 'Stevens';'  and  they  liave  two  children,  Carl  and 
Clara.  He  is  a  member  of  Lodge  No.  47,  B.  of  L.  E., 
and  stands  high  in  tlie  esteem  of  all. 


WILLIAM   H.  OSBORN, 

Jersey  City,   New  Jersey. 

William  H.  Osburn  was  born  in  Ramapo,  New 
York,  September  18,  1863,  and  secured  his  education 
in  the  village  school  at  Sloatsburg.  On  leaving  school 
he  apprenticed  himself  to  the  horse-shoeing  trade  and 
worked  at  that  industry  for  three  years  and  four 
months.  He  then  worked  as  a  miner  in  the  iron  mines 
at  Ringwood  a  little  over  two  years,  and  on  April  7, 
1882,  entered  the  service  of  the  Erie  as  a  night  watch- 
inan  at  Little  Falls,  .\fter  three  years  he  was  advanced 
to  fireman,  in  which  capacity  he  distinguished  himself 
as  an  efficient  and  reliable  workman.  On  June  i,  1888, 
he  was  advanced  to  engineer,  and  for  some  time  pulled 
the  way  freight  between  Jersey  City  and  Pompton 
Junction,  and  then  ran  extra  on  passenger  and  freight 
until  December,  1892,  on  which  date  he  was  given 
the    Orange   Beach   night    run.      .Xfter   a   year   he   was 


430 


ERIE    RAILWAY    EDITION. 


placed  on  the  Caldwell  run,  where  he  remained  until 
January,  1899,  when  he  was  transferred  to  a  run  be- 
tween Jersey  City,  Little  Falls  and  Glen  Lake,  with  a 
layover  at  Little  Falls.  Mr.  Osborn  was  married  on 
June  28,  1885,  to  Miss  Ida  A.  Nix  of  Dover,  New  Jer- 
sey, and  they  have  two  boys,  one  13  and  one  6  years 
of  age.  Mr.  Osborn  is  a  member  of  Myrtle  Lodge 
No.  232,  I.  O.  O.  F.,  of  Little  Falls;  Orange  Council 
No.  156,  American  Mechanics,  and  the  Episcopalian 
church  of  Little  Falls.  He  owns  fine  property  there 
and  is  one  of  the  city's  influential  men.  He  stands 
high  in  railroad  circles,  both  with  his  superiors  and 
fellow  workmen,  and  has  never  had  an  accident  in 
"which  anyone  was  hurt. 

MOSES  L.  OSGOOD, 

^Icadville,    Pennsylvania. 

(Deceased.) 

On  February  3,  1891,  a  serious  head-end  collision  oc- 
curred near  Corry,  Pennsylvania,  the  result  of  a  mis- 
take in  the  meeting  orders  of  trains  No.  38  and  the 
■extra.  No.  649.  A  blinding  snowstorm  prevailed  at  the 
time,  and  there  was  not  the  slightest  thought  of  an 
accident  until  the  two  engines  crashed  into  each  other. 
Engineer  Moses  L.  Osgood  of  train  No.  38  was  one 
of  the  victims  of  this  disaster,  and  at  his  death  the  Erie 
lost  one  of  its  oldest  as  well  as  one  of  its  most  valued 
engineers.  He  was  born  in  Littleton,  New  Hampshire, 
April  23,  1831,  and  after  leaving  school  worked  on  a 
farm  until  1858,  when  he  commenced  firing  on  the 
New  York  Central,  running  out  of  Rochester.  In  1863 
he  moved  to  Meadville,  where  he  was  Engine  Dis- 
patcher for  a  year,  and  then  was  promoted  to  engineer. 
In  1870  he  went  to  Rochester  and  for  five  years  ran  an 
engine  on  the  New  York  Central.  In  1875  he  returned 
to  Meadville  and  was  again  employed  by  the  Erie  and 
was  a  trusted  and  highly  efficient  engineer  of  this  road 
at  the  time  of  his  death.  He  was  a  member  of  B.  of 
L.  E.,  Division  No.  43,  and  American  Legion  of 
Honor.  On  May  15,  1861,  he  was  united  in  marriage 
to  Miss  Margaret  Cochrane,  who  survives  him.  No 
children  were  born  to  them,  and  thus  Mrs.  Osgood 
has  had  ample  opportunity  for  the  exercise  of  her 
charitable  and  social  impulses.  She  is  a  member  of 
M.  L.  Osgood  Lodge,  G.  I.  A.,  Division  No.  78,  and 
is  highly  esteemed. 


trainman  in  the  employ  of  the  Erie  and  residing  in 
Port  Jervis.  On  leaving  school  Mr.  Padien  became 
an  employe  of  a  large  glass  factory  in  his  native  city, 
in  which  he  worked  for  a  period  of  seven  years,  leav- 
ing in  1878  on  account  of  his  health.  Soon  after  he 
secured  a  place  as  brakeman  on  the  Erie,  and  for  four 
years  performed  the  duties  of  that  position  on  the 
New  York  Division.  In  the  fall  of  1882  he  was  ad- 
vanced to  fireman,  and  for  the  next  five  years  ran 
between  Port  Jervis  and  Jersey  City,  being  promoted 
to  engineer  in  the  fall  of  1887.  For  the  next  eleven 
years  he  was  in  the  freight  service  on  the  same  divi- 
sion, being  transferred  to  the  Newburgh  Branch  in 
1898,  and  he  now  runs  a  passenger  between  Turners 
and  Newburgh.  In  February.  1883.  Mr.  Padien  was 
married  to  Miss  Mary  Early,  daughter  of  Peter  Early, 
and  they  have  an  interesting  family  of  nine  children, 
the  members  of  which  are  Anna.  Eugene,  Mamie, 
James,  Frank,  Gertrude,  Ruth,  Catherine  and  Jean- 
nette.  Mr.  Padien  owns  a  nice  residence  and  is  highly 
esteemed  by  his  fellow  citizens  and  many  acquaint- 
ances. He  is  a  member  of  Port  Jervis  Lodge  No.  54, 
B.  of  L.  E..  and  stands  high  in  the  confidence  of  the 
Erie's  officials. 


BERNARD  PADIEN, 
Turners,  New  York. 

Bernard  Padien  was  born  in  Port  Jervis,  New  York, 
•on  March  18.   1838,  and  is  the  son  of  Owen  Padien.  a 


CHARLES  F.   PALMER, 

Bradford,  Pennsylvania. 

Charles  F.  Palmer,  who  was  born  in  Salamanca, 
New  York,  March  25,  1865,  was  a  son  of  John  Palmer, 
now  deceased.  Mr.  Palmer's  parents  moved  to  Brad- 
ford when  he  was  quite  young,  and  it  was  in  this  city 
that  he  received  his  schooling  and  early  training.  His 
inclinations  were  towards  railroading  and  it  was  not 
long  after  he  left  school  until  he  had  a  situation  as 
fireman  on  the  B.  &  K.  Railroad.  He  remained  with 
this  company  two  years  and  then  entered  the  employ 
of  the  Erie,  where  he  worked  in  the  same  capacity  un- 
til January  31,  1887,  when  he  was  promoted  to  engineer 
and  assigned  to  the  Bradford  Division,  since  which 
time  he  has  been  running  continuously  in  the  freight 
service.  Mr.  Palmer  is  recognized  as  one  of  the  most 
efficient  of  the  freight  runners  of  the  Division  by  all, 
and  his  good  judgment  and  general  ability  has  won 
him  a  place  of  high  esteem  with  his  superiors.  On 
September  12,  1894,  lie  was  united  in  marriage  to  Miss 
Anna  G.  C.  Colligan,  the  accomplished  daughter  of 
Cornelius  Colligan  of  Bradford.  Mr.  Palmer  is  a 
prominent  member  of  B.  of  L.  E.,  Division  280,  and 
both  he  and  Mrs.  Palmer  are  prominent  in  the  social 
life  of  Bradford,  being  general  favorites  with  their 
hosts  of  acquaintances. 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


431 


MYRON  A.  OAKLEY. 


CHARLES  F.  PALMER. 


432 


ERIE    RAILWAY    EDITION. 


JOHN    P.   PALMER, 

Deposit,   New   York. 

Jolin  P.  Palmer  was  bcirn  in  Deposit,  New  York, 
April  10,  1849,  and  has  n;ade  his  home  in  this  village 
all  his  life.  The  son  of  Fletcher  Palmer,  a  prominent 
attorney  of  Delaware  Comity,  New  York,  he  secured  a 
good  common  school  education  in  Deposit  and  then 
turned  his  attention  to  farming  and  lumbering.  He 
followed  these  avocations  for  six  years  and  then  com- 
menced his  railroad  career  as  a  fireman  on  the  Erie. 
From  August  I,  1871,  he  was  in  this  branch  of  the 
service,  the  last  six  months  being  on  passenger.  After 
his  promotion  to  engineer  he  ran  freight  on  the  Dela- 
ware Division  for  sixteen  years,  being  then  trans- 
ferred to  the  night  pusher  between  Deposit  and  Gulf 
Summit,  which  he  has  held  ever  since.  Mr.  Palmer 
was  married  January  24,  1872,  to  Miss  Mary  Kate 
Smith,  daughter  of  Stores  Smith,  a  carpenter  of  Wash- 
ington, District  of  Columbia.  They  have  one  child, 
Nancy  Dorothy,  who  is  a  graduate  of  the  Deposit 
High  School  and  has  also  spent  some  time  studying 
music,  both  in  Boston  and  New  York.  Mr.  Palmer  is 
a  property  owner  and  with  his  family  lives  quietly  in  a 
picturesque  home  overlooking  the  Delaware.  His  par- 
ticular hobby  is  hunting,  and  each  year  enjoys  short 
vacations,  which  he  puts  to  good  account  in  the  game 
regions  about  his  home.  He  is  a  member  of  no  secret 
order  or  society  of  any  description,  but  enjoys  the 
confidence  of  his  superiors  and  fellow  workmen. 


HENRY  S.  PALMER, 

Huntington,    Indiana. 

Henry  S.  Palmer,  son  of  Jacob  Palmer,  a  pioneer 
farmer  of  Huntington  County,  Indiana,  was  born  near 
the  city  of  Huntington,  November  17,  1858.  He  was 
an  industrious  scholar  at  the  district  school  and  helped 
his  father  on  the  farm  until  he  was  17  years  of  age, 
when  he  started  to  work  at  the  carpenter  trade.  He 
followed  this  avocation  for  twelve  years  and  then  went 
to  work  on  the  Erie  as  a  bridge  carpenter.  Nine 
months  later  he  was  transferred  to  the  car  department, 
where  he  remained  three  months  longer,  resigning  to 
accept  a  position  as  fireman  in  the  employ  of  the  same 
company.  He  began  work  as  a  firetnan  January  19, 
1890,  and  then  followed  three  years  on  freight  and 
three  years  on  passenger,  receiving  his  promotion  to 
engineer  January  6,  1896,  since  which  time  he  has  been 
engaged  in  the  freight  service  between  Gabon  and 
Chicago.  His  record  as  a  fireman  was  exceptionally 
good,  and  he  has  started  his  career  as  an  engineer  in 
a  manner  that  bespeaks  him  to  be  as  fine  an  engineer 
as  he  was  a  fireman.     December  9,  1880,  he  was  united 


in  marriage  to  Miss  Clara  Thompson,  daughter  of 
Adolphus  Thompson,  a  prosperous  farmer  of  Hunt- 
ington County,  Indiana.  To  them  one  child  has  been 
born,  Jessie  M.,  a  bright  young  lady  of  15,  who  has 
passed  with  credit  her  final  examinations  in  the  pub- 
lic school,  where  she  was  a  general  favorite  and  will 
enter  high  school  next  term.  Mrs.  Palmer  is  a  very 
socially  inclined  lady  and  is  a  favorite  among  the  so- 
ciety people,  being  a  prominent  member  of  the  Ladies' 
Auxiliary  of  B.  of  L.  F.  Mr.  Palmer  is  a  member  of 
William  Hugo  Lodge  No.  166,  B.  of  L.  F.,  and  Hunt- 
ington Lodge  No.  81,  Red  Men.  He  owns  a  very 
pleasant  home  residence  on  Whitlock  street  and  is  a 
valued   citizen   of   Huntington. 


JOSEPH  J.    PALMITIER, 

Jersey  City,   New  Jersey. 

Joseph  J.  Palmitier  was  born  in  Highland,  Ulster 
County,  New  York,  on  July  9,  1850.  The  son  of  Allan 
Palmitier,  a  fruit  grower  and  owner  of  large  flour 
mills  at  Highland,  the  young  man  attended  school 
and  worked  for  his  father  until  he  was  14  years  of  age, 
at  which  time  he  entered  the  employ  of  the  old  Domin- 
ion Steamship  Line,  working  on  steamers  running  be- 
tween New  York  and  Richmond,  Virginia.  In  1869 
he  secured  a  position  as  fireman  on  the  New  York 
Central  Railroad,  running  between  New  York  City  and 
Poughkeepsie.  He  came  to  the  Erie  in  October,  1870, 
and  worked  as  fireman  until  January,  1879,  when  he 
was  promoted  to  engineer,  having  run  continuously 
for  the  past  twenty  years,  his  run  now  being  a  paper 
train  between  Jersey  City  and  Waldwick,  New  Jersey. 
Mr.  Palmitier  was  married  in  November,  1871,  to  Miss 
Libbie  Prower,  daughter  of  James  Prower,  superin- 
tendent of  the  Erie  car  shop  at  Jersey  City.  They 
have  four  children,  the  eldest  of  whom  is  Eugenia, 
who  is  married  to  Mr.  Fitzhugh,  shipping  clerk  for  the 
Arbuckle  Cofifee  Company;  Emma  is  the  wife  of 
Charles  Leslie,  an  engineer  for  the  International  Grain 
Elevator  Company;  Hazel  is  unmarried,  and  James  A., 
aged  23,  is  a  fireman  on  an  Erie  tug  boat.  Mrs.  Palmi- 
tier is  a  member  of  the  Eastern  Star  of  Jersey  City, 
while  Mr.  Palmitier  is  aftiliated  with  the  Red  Men, 
Minisink  Lodge  No.  28. 


CHARLES  PANGBORN, 
Mcadville,    Pennsylvania. 

Charles  Pangborn  was  ushered  into  this  busy  world 
December  19,  1868,  in  Gabon,  Ohio,  in  which  city  he 
secured  his  education,  attending  public  schools.  While 
yet  in  his  teens  he  secured  a  position  as  bridge  watch- 


i 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


433 


CHARLES  PANGBORN. 


CHARLES  W.  PATTERSON. 


434 


ERIE    RAILWAY    EDITION. 


man  on  the  Erie  at  Kent,  Ohio,  and  held  it  for  a  year, 
going  from  there  to  Lcavittsburg,  where  he  worked 
for  three  years  in  the  transfer  house.  From  this  he  was 
advanced  to  switching  in  the  Leavittsburg  yards,  and  a 
year  later,  in  January,  1890,  he  was  given  a  place  as 
fireman.  He  was  an  energetic,  intelligent  workman, 
and  in  1892,  when  the  road  was  in  need  of  an  extra 
number  of  engineers  he  was  one  of  those  promoted  to 
that  responsible  position.  Some  time  later,  when  busi- 
ness dropped  off,  Mr.  Pangborn  was  set  back  to  fire- 
man, and  he  is  now  firing  on  Nos.  7  and  10  on  the 
Meadville  Division,  west.  He  has  not  escaped  his 
share  of  accidents,  and  though  in  a  collision  at  Ra- 
venna, and  had  an  engine  turn  over  at  Geneva,  he  has 
escaped  with  very  slight  injury.  His  record  as  an 
engineer  is  first-class  and  he  has  the  confidence  of  his 
superiors  as  v/ell  as  the  friendship  of  his  fellow  en- 
gineers. On  December  24,  1888,  Mr.  Pangborn  was 
united  in  marriage  to  Miss  Alice  A.  Hulme,  daugh- 
ter of  Samuel  Hulme,  an  Erie  engineer  of  Kent,  Ohio. 
They  liave  one  child,  Lelia  M.,  aged  7  years,  who  is 
attending  school.  Mr.  Pangborn's  father  was  Edward 
Pangborn,  for  many  years  a  stationary  engineer  for  the 
Erie  at  Leavittsburg.  He  is  a  member  of  B.  of  L.  F., 
No.  207,  and  Lodge  No.  234,  F.  &  A.  M.  He  owns  a 
fine  home  residence  in  Meadville  and  is  highly  re- 
garded by  his  fellow  citizens. 


the  freight  service;  for  the  last  twelve  years  he  has 
had  charge  of  a  passenger  run,  and  for  ten  of  those 
years  pulling  the  Wells-Fargo  Express,  as  before  men- 
tioned. In  June,  1873,  he  was  married  to  Miss  Ursula 
Poulter,  daughter  ol  Martin  Poulter,  a  farmer  near 
Holidaysburg,  and  they  have  two  children,  both 
daughters;  Sarah  Parkinson,  the  elder,  is  22;  she  was 
educated  in  Gallon,  graduating  from  the  high  school 
with  honors;  Nellie  Parkinson,  aged  12.  is  attending 
school.  Mr.  Parkinson  owns  a  beautiful  home  in 
Gallon  and  is  highly  esteemed  by  his  fellow  citizens. 
In  1891  Mr.  Parkinson  made  a  run  with  a  theatrical 
troupe  from  Gallon  to  Kent,  ninety-three  miles,  in 
one  hundred  and  ten  minutes,  the  last  thirty-one  and 
three-tenths  miles  being  run  in  thirty-one  minutes.  In 
1893  Mr.  Parkinson  pulled  the  road  officials  from 
Kent  to  Gallon  in  one  hundred  minutes,  which  stands 
today  as  the  fastest  run  ever  made  on  the  Third  Divi- 
sion. Mr.  Parkinson,  in  his  experience  of  twenty- 
seven  years  as  an  engineer,  has  never  had  an  accident 
in  which  any  person  was  hurt,  which  is  quite  mar- 
velous for  railroading,  and  illustrates  the  rare  good 
judgment  of  this  well-known  and  popular  engineer. 


CHARLES   W.    PATTERSON, 


Huntington,    Indiana. 


EDWARD  PARKINSON, 
Gallon,   Ohio. 

For  ten  years  Edward  Parkinson  has  had  charge  of 
the  important  Wells-Fargo  Express  train  on  his  divi- 
sion, and  this  alone  speaks  volumes  of  the  esteem  in 
which  he  is  held  by  the  officials  of  the  Erie  system, 
with  which  he  has  been  connected  for  the  last  thirty- 
four  years.  By  his  brother  engineers  he  is  regarded 
highly,  both  as  an  engineer  and  as  a  man,  at  the  pres- 
ent time  being  Chief  of  Division  No.  16,  B.  of  L.  E. 
He  was  born  in  Dublin,  Ireland,  in  August,  1845,  and 
was  the  son  of  William  Parkinson,  a  shoemaker  of 
that  city.  At  the  age  of  13  Mr.  Parkinson  left  school, 
and  shortly  afterwards  shipped  as  a  sailor  on  a  vessel 
plying  between  Liverpool  and  New  York,  and  for  four 
years  he  followed  this  career,  braving  the  perils  of  the 
deep.  He  came  to  New  York  in  1863,  and  after  a 
year's  sojourn  in  the  metropolis  went  to  Holidaysburg. 
Pennsylvania,  and  from  that  place  to  Kent,  Ohio, 
where  in  September,  1865,  he  began  his  successful 
railroad  career  as  a  fireman  for  the  Atlantic  &  Great 
Western.  In  1872  he  was  promoted  to  engineer  and 
for  the  fifteen  years  next  ensuing  he  was  engaged  in 


One  of  the  most  genial  engineers  in  the  employ  of 
the  Erie  is  Charles  W.  Patterson,  who  was  born  in 
Sheridan,  New  York,  May  3,  1863.  His  father  was 
Charles  Patterson,  a  lumber  dealer  of  that  place. 
After  attending  school  until  he  was  14  years  of  age 
the  young  man  secured  a  position  in  the  machinery 
department  of  the  Brooks  Locomotive  Works,  where 
he  remained  three  years,  leaving  to  accept  a  position 
as  clerk  in  the  employ  of  the  American  Express  Com- 
pany. In  1S90  he  came  west  and  secured  a  position  as 
fireman  on  the  Chicago  &  Atlantic,  in  which  capacity 
he  worked  over  eight  years,  establishing  a  record  as  a 
first-class  fireman  and  a  man  of  fidelity  to  the  interests 
of  his  employers.  In  December,  1898,  he  passed  his 
examination  with  a  high  grade  and  was  given  a  much 
merited  promotion  as  engineer.  He  was  assigned  to 
the  freight  service  between  Gallon  and  Chicago.  Those 
who  know  him  best  have  no  hesitation  in  saying  that 
he  will  one  day  be  in  the  top  rank  of  the  engineers. 
Mr.  Patterson  is  a  member  of  William  Hugo  Lodge 
No.  166,  B.  of  L.  E.,  and  Royal  Arcanum,  Lodge  No. 
1006.  September  20,  1893.  he  was  married  to  Miss 
Mary  R.  Buchanan,  daughter  of  Samuel  Buchanan,  a 
plumber  of  Huntington.  They  have  two  children, 
Robert,  aged  5.  and  Wallace,  the  baby,  aged  i  year. 


AMERICAN    LOCOMOTI\'E    ENGINEERS. 


435 


A.  P.  PEXFIELD. 


FRANK  S.   PKNFIKLLi. 


436 


ERIE    RAILWAY    EDITION, 


A.    P.    PENFIELD, 
Huntington,    Indiana. 

A.  P.  Penticld  is  an  engineer  on  the  Chicago  Divi- 
sion of  the  Erie  Railroad  and  is  a  native  of  Warren 
County,  Pennsylvania.  Mr.  Penfield  was  born  Septem- 
ber 15,  1849:  his  early  life  was  spent  in  his  native 
county,  and  at  the  age  of  18  accepted  a  position  as 
fireman  on  the  Pennsylvania  Railroad.  After  three 
years'  service  for  this  company  he  resigned  and  was  in 
the  undertaking  and  furniture  business  for  two  years 
and  then  for  three  or  four  years  contracted  handling 
stone,  sand  and  lumber  for  a  large  state  building  that 
was  being  constructed  at  North  Warren,  Pennsylvania, 
and  was  owner  of  some  of  the  best  horses,  both  for 
heavy  and  light  work.  After  this  Mr.  Penfield  de- 
cided that  he  would  rather  be  on  a  locomotive  than 
at  any  other  business.  Disposing  of  his  outfits  he 
entered  the  service  of  J.  Condit  Smith  in  1871  to  fire 
wood-burner,  laying  track  on  the  Dunkirk,  Allegheny 
Valley  &  Pittsburg  Railroad.  After  road  was  com- 
pleted he  fired  freight  and  passenger,  and  in  1876  was 
given  a  regular  engine.  In  1879  he  resigned  to  accept 
a  position  as  traveling  engineer  for  Brooks  Locomo- 
tive Works  at  Dunkirk,  New  York.  He  followed  this 
occupation  until  April,  1882,  then  resigned  to  accept 
eniployiTient  from  J.  Condit  Smith  the  second  time,  to 
help  build  a  railroad.  Knowing  the  value  of  his  serv- 
ices years  before,  he  assigned  Mr.  Penfield  to  one  of 
the  first  engines  on  the  Chicago  &  Atlantic;  his  orders 
were  to  take  an  engine  from  Brooks'  works  and  go  to 
Hammond,  Ihdiana,  and  hire  his  fireman  and  crew, 
and  take  charge  of  both  ends  of  train  laying  track. 
The  road  opened  in  1883,  when  he  was  assigned  to  a 
passenger  engine,  and  has  been  one  of  the  Erie's  best 
passenger  men  up  to  this  time,  and  on  trains  Nos.  5 
and  8  since  they  were  put  on  twelve  years  ago.  Mr. 
Penfield  has  never  had  an  accident  of  any  kind, 
although  many  times  he  has  had  to  think  and  act 
quickly  to  avoid  one.  He  had  charge  of  the  Erie  en- 
gineers' Engine  E.  B.  Thomas,  at  the  "World's  Fair," 
having  a  full  term  pass  into  the  exposition,  and  went 
with  engine  from  Chicago  (after  the  Fair  closed)  to 
Jersey  City.  Mr.  Penfield  was  married  to  Emily  Jane 
Mesmith,  September  18,  1870.  She  was  also  born  in 
Warren  County,  Pennsylvania.  Two  children  have 
been  born  to  them;  Harrison  A.,  born  July  9,  1871, 
and  James  G.,  born  January  9,  1873.  Harrison  A. 
graduated  at  the  Chicago  Dental  College  in  1897  and 
is  now  nicely  situated  at  Dayton,  Ohio.  James  G.  is 
a  jeweler,  commencing  to  follow  that  business  nine 
years  ago,  when  he  was  17  years  of  age.  Mr.  Pen- 
field  has  been  a  member  of  the  Council  of  the  city  of 
Huntington  a  number  of  years,  also  Water  Works 
Trustee  for  three  years.     He  is  now  a  member  of  the 


County  Council  and  lias  been  a  member  of  the  Gen- 
eral Board  of  Adjustment  on  the  Erie  systein  for  ten 
years;  also  Chairman  of  the  Local  Committee  on  the 
Chicago  and  Lima  Divisions;  was  Chief  of  Division 
221,  B.  of  L.  E.,  and  a  delegate  to  several  conventions. 
Mr.  Penfield  is  well  known  by  the  officers  and  men  on 
the  Erie  system.  It  is  not  necessary  to  make  a  state- 
ment as  to  the  good  runs  he  has  made,  or  the  good 
service  he  has  given  the  company,  for  it  is  well  known 
by  the  public  and  company,  and  appreciated  by  both. 
Mr.  Penfield  is  now  comfortably  located  on  the  cor- 
ner of  Gilford  and  Washington  streets,  Huntington. 
Indiana. 


FRANK  S.  PENFIELD. 

Meadville,  Pennsylvania. 

Every  man  has  a  "hobby,"  some  pleasurable  occu- 
pation which  he  indulges  with  enthusiasm  during  his 
hours  of  recreation  from  his  regular  business,  and  as 
Frank  S.  Penfield  is  a  horseman  of  some  renown  it 
follows  quite  naturally  that  he  takes  great  pleasure  in 
breaking  young  horses.  The  son  of  Charles  Penfield, 
a  farmer  of  Crawford  County,  Pennsylvania,  he  was 
born  in  Steamberg,  that  state,  June  12,  1861.  He  at- 
tended the  public  schools  of  his  native  town  until  he 
was  20  years  of  age,  thereby  acquiring  quite  a  fine  edu- 
cation. On  leaving  school  he  engaged  in  farming  for 
a  number  of  years,  finally  abandoning  that  occupation 
to  accept  a  position  in  the  Erie  car  shops  at  Meadville. 
In  1890  he  was  advanced  to  fireman,  in  which  capacity 
he  ser\-ed  until  1896,  when  he  was  promoted  to  en- 
gineer and  assigned  to  the  freight  department,  where 
he  ran  some  time.  At  the  present  time,  owing  to  slack 
business,  he  is  firing  on  Nos.  7  and  10,  being  on  the 
call  for  extra  work  as  engineer.  Mr.  Penfield  has  the 
reputation  of  being  one  of  the  most  fearless  runners 
en  the  division,  and  a  great  time-maker  when  his 
orders  will  permit.  His  first  trip  was  made  on  engine 
1077,  to  Jamestown,  witli  twenty-four  cars  of  ties.  He 
was  caught  in  the  fiood  of  1895  on  engine  319,  while 
pulling  a  special,  and  was  compelled  to  run  to  Cleve- 
land from  Salamanca  and  return;  he  was  paid  for  ten, 
and  one-half  days  from  Monday  noon  to  Saturday 
forenoon.  On  September  22.  1887,  he  was  united  in 
marriage  to  Miss  Edith  'SI.  Rood,  daughter  of  Edwin 
L.  Rood,  a  farmer  of  Iowa.  They  have  a  charming- 
family  of  four  children;  Cclia  M.,  aged  10;  Seth,  aged 
g,  and  Boyd  E.,  aged  6,  are  attending  school,  while 
Claire  A.,  aged  3,  is  the  especial  care  of  Mrs.  Penfield, 
who  takes  true  motherly  pride  in  her  children.  Mr. 
Penfield  is  popular  atnong  his  fellow  workmen  and  is 
esteemed  as  a  citizen  of  worth  by  his  neighbors  in 
Meadville. 


J 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


437 


EDWIN    P.    PETERS. 


HIRAM  C.   PETTIS. 


438 


ERIE    RAILWAY    EDITION. 


EDWIN   F.   PETERS, 

Port  Jervis,  New  York. 

Edwin  F.  Peters  was  Ijorn  in  Port  Jervis  on  Feb- 
ruary 27,  1857,  and  is  the  son  of  Charles  Peters,  a 
merchant  tailor  of  that  city.  He  left  school  at  the  age 
of  17,  after  securing  a  good  education,  and  during  the 
oil  excitement  in  Western  Pennsylvania  he  went 
thither  in  search  of  employment.  For  a  number  of 
years  he  worked  as  a  tool  dresser  in  connection  with 
drilling  oil  wells,  but  returned  to  Port  Jervis  in  1882, 
where  in  the  spring  of  that  year  he  became  an  Erie 
employe.  For  a  period  of  five  years  he  fired  on  freight 
between  Port  Jervis  and  Jersey  City,  being  promoted 
to  engineer  in  November,  1887.  Since  that  time  he  has 
run  in  the  freight  service  on  the  same  division,  and  on 
various  occasions  has  displayed  judgment  that  stamps 
him  as  an  engineer  who  is  both  efficient  and  conserva- 
tive— qualities  that  have  won  him  the  confidence  of  his 
superiors  and  the  esteem  of  his  associates.  I\Ir.  Peters 
was  married  on  July  13,  1884,  to  Miss  Jennie  Straight, 
daughter  of  William  Straight,  an  influential  farmer  of 
Orange  County.  New  York.  Three  children  have 
come  to  bless  the  union  of  this  worthy  couple,  of 
whom  Harry  C,  aged  11.  and  Edwin  F.,  Jr..  aged  10. 
are  attending  school,  while  Wilbur  Dewey,  aged  18 
months,  is  the  pet  of  the  household.  Mr.  Peters  is  a 
member  of  Lodge  54,  B.  of  L.  E.,  of  Port  Jervis.  and 
is  a  conscientious  supporter  of  the  principles  of  the 
order. 

LEWIS   R.   PETTIT, 

Susquehanna.    Pennsylvania. 

Lewis  R.  Pettit  is  one  of  the  old  guard  who  con- 
tinues in  active  duty  and  whose  running  is  still  at  such 
a  high  standard  as  to  warrant  the  company  in  placing 
him  in  charge  of  one  of  its  important  passenger  runs. 
Mr.  Pettit  was  born  in  Montgomery,  Pennsylvania. 
February  28,  1830,  and  is  the  son  of  George  Pettit,  an 
old  Erie  engineer.  He  received  a  common  school 
education  in  his  native  town  and  also  attended  the 
Philadelphia  High  School  for  a  time.  Soon  after  giv- 
ing up  his  studies  he  became  apprentice  to  a  coach- 
smith,  and  after  serving  four  years  and  becoming 
master  of  his  trade  he  worked  as  a  journeyman  for 
one  year.  In  the  meantime,  however,  railroads  had 
caused  a  lull  in  the  coach  business,  and  in  October, 
1851,  he  secured  a  position  as  blacksmith  with  the  Erie. 
a  few  months  after  the  road  was  opened  to  traffic  from 
the  Hudson  to  Lake  Erie.  In  1853  he  was  employed  as 
a  fireman,  and  for  the  next  three  years  ran  between 
Susquehanna  and  Hornellsville.  He  was  promoted  to 
engineer  in   1856.  and  soon  afterward  was  assigned  to 


passenger  trains  I  and  2,  running  between  Susque- 
hanna and  Hornellsville.  With  the  exception  of  eight 
months  in  1873,  when  he  was  Engine  Dispatcher,  he 
ran  those  trains  for  thirty-one  years.  Three  years  ago 
he  was  transferred  to  passengers  15  and  16,  which  run 
he  now  holds.  Mr.  Pettit  was  married  in  March,  1854, 
to  ?iliss  Catherine  O.  Isenberg  of  Susquehanna,  and 
two  children  have  been  born  to  them,  Emma  E.,  and 
Ella.  Mr.  Pettit  is  regarded  as  one  of  Susquehanna's 
influential  citizens;  he  is  the  owner  of  some  nice  prop- 
erty, and  with  his  wife  is  a  member  and  earnest  worker 
in  the  Methodist  Church.  He  is  a  member  of  Coun- 
cil No.  140,  Royal  Arcanum  of  Susquehanna,  and  was 
a  charter  member  and  the  organizer  of  Starrucca 
Lodge  No.  137,  B.  of  L.  E.,  although  he  does  not 
now  belong  to  this  organization. 


HIRAM  CHARLES  PETTIS, 
Susquehanna,    Pennsylvania. 

An  education  far  above  the  average  and  an  ambition 
to  excel  is  the  foundation  upon  which  Hiram  C.  Pet- 
tis has  built  his  successful  career.  His  lather  was  S.  A. 
Pettis,  a  farmer  of  near  Susquehanna,  and  he  was  born 
in  Montrose,  Pennsylvania,  July  20,  1849.  Here  he 
spent  the  first  seventeen  years  of  his  life,  in  the  mean- 
time attending  public  school,  high  school  and  the 
Montrose  Academy.  In  1863  he  went  to  Brooklyn, 
where  he  secured  a  position  as  clerk  in  a  furniture 
establishment,  but  after  two  years  resigned  to  accept  a 
place  as  fireman  on  the  Lackawanna  &  Bloomsburg 
Railroad,  running  between  Scranton,  Pennsylvania, 
and  Northumberland.  He  continued  with  this  com- 
pany for  two  years,  resigning  when  a  similar  place  was 
offered  him  on  the  Erie.  He  ran  between  Hornells- 
ville and  Susqviehanna  for  five  years,  being  promoted 
to  engineer  in  1873.  For  six  years  he  ran  freight  be- 
tween Hornellsville  and  Susquehanna,  being  then 
transferred  to  the  Susquehanna  yard,  where  he  has  run 
a  switch  engine  for  the  past  twenty  years.  He  is  rec- 
ognized as  one  of  the  Erie's  highly  competent  and 
trustworthy  men.  and  stands  on  terms  of  friendship 
with  all  his  brother  engineers.  July  10,  1872,  he  was 
united  in  marriage  to  Miss  Rosa  Van  Tyle.  daughter 
of  George  Gurdon  Van  Tyle.  formerly  a  passenger 
conductor  of  the  Erie,  now  retired  and  living  in  Hor- 
nellsville. Mr.  Pettis  and  his  family  move  in  the  very 
best  society  in  Susquehanna  and  enjoy  the  friendship 
of  a  large  circle  of  acquaintances.  Miss  Lotta  Pettis, 
the  eldest  of  their  children,  is  a  very  charming  and  ac- 
complished young  lady  and  a  leader  in  society  circles; 
she  is  also  a  member  of  the  Eastern  Star  and  Ladies' 
Relief  Corps  of  the  G.  A.  R.:  Ernest  is  a  boilermaker 
in  the  Susquclianna  shops;    Clifford  is  clerk  in  a  gro- 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


439 


LEWIS   n.    TETTIT  AND  GRAND- 
DAUGHTER. 


ALBERT   I'lIILLIPS. 


440 


ERIE    RAILWAY    EDITION. 


eery  in  Horncllsvillc,  and  Pauline  is  attending  public 
school.  Mrs.  Pettis  is  a  member  of  Ladies'  Auxiliary, 
B.  of  L.  E.;  Eastern  Star,  and  Ladies'  Relief  Corps  of 
the  G.  A.  R.  Mr.  Pettis  is  a  property  owner  and  one 
•of  the  city's  best  citizens.  He  belongs  to  and  holds  a 
subordinate  office  in  Starrucca  Division  No.  137,  B.  of 
L.  E..  and  is  also  affiliated  with  Canewacta  Lodge  No. 
.360,  F.  &  A.  M.;  Susquehanna  Chapter  No.  276,  R.  A. 
M. ;  St.  Andrew's  Commandery  No.  76,  K.  T.,  and 
'Susquehanna  Council  No.   140.   Royal  Arcanum. 


WILLIAM   PETTIS, 

Susquehanna.    Pennsylvania. 

For  twenty-seven  years  William  Pettis  has  run  a  day 
switch  engine  in  the  Susquehanna  yards  and  during 
that  lime  he  has  lived  in  the  city  of  Susquehanna, 
where  he  has  come  to  be  regarded  as  one  of  the  best 
<of  her  citizens,  his  upright  character  and  friendly  qual- 


Bend.  He  then  quit  railroading  and  tried  farming  for 
a  couple  of  years,  returning  to  the  D.,  L.  &  W.  as  a 
brakeman,  but  remained  only  eight  months,  again 
going  back  to  the  farm.  He  followed  this  avocation 
until  1865,  when  he  took  service  with  the  Erie  as  fire- 
man. He  fired  on  the  Susquehanna  Division  until 
1870,  when  he  was  promoted  to  engineer,  and  for  two 
years  ran  freight  between  Susquehanna  and  Hornells- 
ville.  He  was  then  transferred  to  a  yard  engine,  which 
he  has  run  for  the  past  twenty-seven  years.  Mr.  Pettis 
was  married  January  5,  1862,  to  Miss  Frances  Herki- 
mer, daughter  of  Peter  Herkimer  of  Susquehanna 
County,  Pennsylvania.  Five  children  have  blessed 
their  union,  and  the  parents  have  just  cause  to  feel 
proud  of  their  family.  Charles,  aged  35,  is  a  plum- 
ber: Samuel,  aged  3i.  is  an  Erie  employe;  William  L.. 
aged  25,  is  a  machinist;  Mary,  aged  19,  an  intelligent 
young  lady,  and  Pearlie,  aged  16,  now  attending 
school.  Mrs.  Pettis  is  a  member  of  the  Ladies'  Aux- 
iliary to  the  B.  of  L.  E.,  while  Mr.  Pettis  is  prominent 
in  the  affairs  of  the  Brotherhood,  being  First  Engineer 
of  the  local  Division  No.   137. 


w  11. 1.1  AM  I'l-ri'TlS. 

ities  winning  him  the  friendship  of  all  with  whom  he 
comes  in  contact.  The  son  of  S.  A.  Pettis,  a  real 
estate  dealer  of  Delaware  County,  New  York,  he  was 
born  in  that  county  and  state  February  26,  1836.  Leav- 
ing school  at  the  age  of  16  he  engaged  with  the  Dela- 
ware, Lackawanna  &  Western  Railroad  as  a  wood 
handler,  and  after  a  year  he  was  advanced  to  fireman, 
running  for  three  years  between   Scranton  and   Great 


WILLIAM   H.    PFEFFER. 
Gallon,  Ohio. 

William  H.  Pfefifer  was  born  in  Gallon,  Ohio,  Feb- 
ruary 16,  1866.  His  father  was  Fred  E.  PfefTer,  an  em- 
ploye of  the  Erie  at  Gallon.  The  young  man  attend- 
ed school  until  he  was  17  years  of  age,  acquiring  in 
the  meantime  a  fine  common  school  education.  After 
leaving  school  he  immediately  secured  a  position  as 
wiper  in  the  New  York,  Pennsylvania  &  Ohio  round- 
house. In  June,  18S6.  he  was  promoted  to  fireman, 
and  fired  successively  two  years  and  a  half  on  freight 
and  three  years  on  passenger.  In  December.  i8gi,  he 
received  a  merited  promotion  to  engineer,  and  made 
his  first  trip  to  Kent  on  a  double-header  with  through 
freight.  During  the  summer  of  1895  he,  with  many 
others,  were  set  back  to  firing,  on  account  of  lack  of 
business.  As  soon  as  business  picked  up  Mr.  PfefTer 
was  again  placed  in  charge  of  an  engine,  and  he  is 
now  running  on  through  freight  with  occasional  extra 
passenger  duty.  He  is  a  capable  man  and  stands  well 
in  the  estimation  of  the  officials,  as  well  as  being  liked 
by  his  associates.  He  has  never  been  injured,  al- 
though he  was  in  three  wrecks  in  six  weeks.  While 
firing  on  consolidated  engine  174,  they  made  a  run 
from  Kent  to  Marion  Junction  in  three  hours  and 
thirty-two  minutes,  with  nine  palace  horse  cars,  which 
is  faster  time  than  is  made  by  No.  5,  the  fast  vestibule 
train.  Mr.  Pfefifer  is  a  tnember  of  B.  of  L.  F.,  No.  107. 
and  Gallon  Lodge,  No.  186,  K.  of  P. 


I 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


441 


ALBERT  PHILLIPS, 
Jersey  City,  New  Jersey. 

Among  those  who  have  been  all  their  lives,  in  one 
or  another  capacity,  associated  with  the  Erie  system, 
is  Mr.  Phillips,  known  not  only  for  his  record  as  an 
engineer  but  for  his  skill  as  a  machinist  and  his  thor- 
ough knowledge  of  all  that  should  go  toward  the  mak- 
ing of  a  first-class  locomotive.  He  is  the  son  of 
John  and  Sarah  Phillips,  of  Haverstraw,  New  York, 
and  was  born  at  that  place  on  February  i,  1847.  When 
he  was  13  years  old  his  lather  died,  leaving  his  mother 
with  four  small  children,  all  boys,  himself  being  the 
oldest.  For  a  year  afterwards  he  lived  on  a  farm 
nearby,  with  his  uncle,  but  in  1861  returned  home 
to  help  his  mother,  who — the  war  having  broken  out 
— was  occupied  in  making  soldiers'  clothing.  On 
these  garments  Air.  Phillips  says  he  used  to  sew  the 
buttons.  He  says  also  that  his  mother,  still  a  hearty 
woman  of  75,  has  the  same  sewing  machine  she  then 
used,  and  it  is  still  in  service.  On  March  18,  1862,  he 
went  to  work  in  the  brass  foundry  of  the  old  New 
York  &  Erie  shops  at  Piermont,  under  Robert  Falk- 
enbury,  but  after  coming  to  Jersey  City  in  1863,  when 
the  shops  were  removed,  he  made  up  his  mind  that  he 
would  be  a  machinist.  After  some  difficulty  in  plac- 
ing himself,  his  brother  John,  at  that  time  a  water- 
boy  on  the  train  on  which  Charles  Minot  used  often 
to  ride,  applied  to  ;Mr,  Alinot  in  Albert's  behalf,  and 
on  the  morning  of  July  7,  1864,  at  the  instance  of  Mr. 
Minot,  he  was  set  to  work  in  the  machine  shop  under 
H.  L.  Brown,  at  that  time  Master  Mechanic.  So  well 
did  he  progress  in  his  work  that  before  his  time  was 
out  he  was  given  charge  of  the  valve  motion  work, 
and  at  once  upon  becoming  a  journeyman  was  made 
gang  foreman,  which  position  he  filled  to  such  satis- 
faction that  in  two  years  he  was  made  foreman,  and 
so  continued  until  the  shops  were  burned  in  July. 
1872.  Between  October,  1872,  and  December,  1873, 
Mr.  Phillips  was  a  fireman  on  the  road  and  was.  at  the 
latter  date,  by  order  of  Howard  Fry,  Superintendent 
of  Motive  Power,  and  \'incent  Blackburn,  Master  Me- 
chanic, given  an  engine,  and  soon  after — in  1S74 — was 
given  a  passenger  run,  following  this  up  until  1883, 
when  the  company  made  use  of  his  well-known  abil- 
ity in  engine  building  by  sending  him  to  the  Grant 
Locomotive  Works,  at  Paterson,  where  he  stayed 
for  two  and  a  half  years,  supervising  the  building  of 
engines  for  the  company.  Coming  back  to  the  road 
as  a  passenger  engineer,  he  was  acting  Engine  Dis- 
patcher at  Bergen  during  the  last  illness  of  C.  W. 
Tufts,  then,  after  being  Road  Foreman  of  Engines 
during  1887  and  1888,  he  went  back  to  running  pas- 
senger, taking  a  run  on  the  Northern  of  New  Jersey 
in    October,    1888,    where   he   still    is.    having   had   the 


"Nyack  Flyer"  since  that  run  was  init  on.  Air.  I'liil- 
lips,  with  engine  346,  brought  the  largest  Centennial 
special,  eighteen  carloads  of  passengers,  from  Port 
Jervis  to  Jersey  City,  and  during  all  his  twenty  years 
of  passenger  service  has  never  hurt  a  passenger.  He 
has  never  been  suspended  for  any  fault  of  his  own,  in- 
vestigation always  fully  exonerating  him.  He  con- 
siders himself  fortunate— an  opinion  in  which  all  rail- 
road men  must  concur.  He  is  a  member  of  Division 
13s.  B.  of  L.  E.,  and  has  been  a  member  of  Rising 
Star  Lodge,  F.  &  A.  M.,  of  Jersey  City,  since  1872. 
Mrs.  Phillips  was,  before  her  marriage.  Miss  Rose 
Terry,  of  Sag  Harbor,  Long  Island,  and  they  were 
married  in  Jersey  City,  May  i,  1878,  and  have  since  re- 
sided there,  though  they  now  propose  taking  up  their 
residence  upon  their  own  property  at  Easthampton, 
Long  Island,  and  there  making  their  future  home. 
Mr.  Phillips  is  not  a  party  man  in  politics.  Not  him- 
self an  aspirant  for  office,  he  yet  sees  to  it  that  his 
voice  and  vote  are  given  to  the  right  men  regardless 
of  party,  in  all  local  affairs.  Coming  from  a  Methodist 
stock  he  is  not  identified  with  any  sect,  but  believes 
that  "by  their  fruits  ye  shall  know  them."  If  he  car- 
ries out  his  intention  of  retiring  from  the  service  of 
the  road  he  will  take  with  him  not  only  the  good 
wishes  of  all  who  know  him,  but  will  leave  behind  him 
the  record  of  a  man  faithful  to  himself,  his  company 
and   his  associates. 


CHARLES  PHILIPS, 
Chicago,    Illinois. 

Charles  Philips  was  born  in  Ireland  on  December 
24,  1869,  being  the  son  of  Charles  Philips,  Sr.,  a  farm- 
er who  still  resides  in  Ireland.  Mr.  Philips  secured  a 
good  common  school  education,  and  then  engaged 
in  farm  work  for  a  period  of  three  years.  Hearing 
good  reports  from  friends  who  had  emigrated  to 
America,  the  young  man  decided  to  try  his  fortune  in 
the  United  States.  Accordingly  in  the  summer  of 
1884  he  set  sail  for  New  York,  aiid  after  arriving  there 
came  directly  to  Chicago.  In  a  short  time  he  secured 
a  position  as  caller  for  engine  crews  on  the  Chicago 
&  Atlantic,  and  was  soon  after  transferred  to  the 
roundhouse  where  he  was  engaged  in  wiping  engines 
and  in  the  various  other  duties  connected  with  round- 
house work.  In  1887  he  was  advanced  to  fireman 
and  for  four  years  fired  a  switch  engine  in  the  Chi- 
cago yards.  He  was  promoted  to  engineer  in  De- 
cember, 1891,  since  which  time  he  has  run  an  engine 
in  the  same  yards.  Mr.  Philips  is  a  member  of  Romu- 
lus Lodge,  No.  453.  K.  of  P.,  and  Lake  Lodge,  No. 
302,  B.  of  L.  E.  He  is  unmarried  and  is  a  very  popu- 
lar man  with  his  social  acquaintances  and  fellow  cm- 


442 


ERIE    RAILWAY    EDITION. 


ployes,  besides  standing  high  in  the  esteem  of  his 
superiors  who  are  highly  pleased  with  his  efficient 
work. 


JOHN  T.   PINKNEY, 

Galion,  Ohio. 

The  subject  of  this  sketch  is  one  of  the  oldest  as 
well  as  one  of  the  best  engineers  in  the  employ  of  the 
Erie,  and  he  stands  at  the  head  of  the  list  of  engineers 
between  Kent  and  Dayton.  For  thirty-six  years  he 
has  been  in  the  employ  of  the  Erie,  and  for  tnany 
years  he  has  pulled  Nos.  i  and  l6  on  the  Third  Di- 
vision. That  this  important  train  is  placed  in  his 
charge  shows  the  company's  high  appreciation  of  his 
ability,  and  though  he  is  63  years  of  age  his  eye  is 
just  as  keen  and  his  step,  as  elastic  as  when  he  first 
stepped  to  the  right  side  of  the  cab  and  grasped 
the  throttle.  The  reverberations  of  his  whistle  still 
ring  out  warnings  at  crossings,  and  he  never  takes 
oflf  his  over  clothes  until  his  run  is  complete.  Mr. 
Pinkney  was  born  in  Bufifalo,  January  22.  1836,  and  his 
life's  history  follows  the  lines  of  the  development  of 
the  great  middle  west.  His  father  was  a  contractor 
and  builder  and  while  Mr.  Pinkney  was  quite  young 
the  family  moved  to  Erie.  At  the  age  of  12  he  shipped 
as  cook  with  Captain  Reede  on  the  "Adrien,"  a  vessel 
engaged  in  the  grain  trade  between  Toledo  and  Os- 
wego. In  1852  Mr.  Pinkney's  father  moved  to  Cleve- 
land, and  the  young  man  went  to  work  as  a  carpenter 
for  his  father.  In  1856  he  secured  employment  with 
the  Wasson  Company  Car  Works  in  Cleveland,  and 
left  there  in  1857  to  accept  a  similar  position  with  the 
Detroit  Car  Works  at  Detroit.  In  the  fall  of  1857  the 
shops  shut  down  and  he  spent  the  winter  with  his 
father,  who  in  the  meantime  had  moved  to  Wellsville, 
Ohio.  The  winter  of  1857  was  severe  and  times  were 
exceedingly  hard;  work  was  scarce  and  money 
scarcer,  and  in  speaking  of  his  experiences  that  win- 
ter Mr.  Pinkney  relates  how  he  worked  packing  ice 
at  fifty  cents  a  day.  In  the  spring  of  1858  he  returned 
to  Detroit  and  secured  his  old  place  in  the  car  works. 
The  following  spring,  a  party  of  six,  including  Mr. 
Pinkney,  fitted  out  an  expedition  to  go  from  Marshall, 
Michigan,  to  Pike's  Peak.  At  that  time  there  was  no 
railroad  west  of  the  Missouri  River.  The  Hannibal  & 
St.  Joe  Railroad  had  just  been  completed  from 
Quincy  to  St.  Joe,  and  in  making  the  trip  over  that 
road  to  St.  Joe.  there  were  six  men,  provisions  for  six 
months,  a  span  of  mules  and  a  wagon  in  one  freight 
car.  Mr.  Pinkney's  father  had  been  given  charge  of 
the  car  shops  of  the  Cleveland  &  Pittsburg  Railroad 
at  Wellsville,  but  in  i860  was  transferred  to  a  similar 
position  at   Cleveland,  and  to  this  place  Mr.   Pinkney 


returned  the  same  year.  After  working  a  short  time 
in  the  shops  he  began  active  service  as  fireman  on  the 
C.  &  P.  His  first  firing  was  in  1861  under  the  pres- 
ent Master  Mechanic  of  Divisions  3  and  4  of  the  Erie, 
A.  W.  Ball.  The  engine  on  which  he  first  saw  ser- 
vice was  a  double  dome,  called  the  "Hanover,"  and 
his  run  was  from  Wellsville  to  Steubenville,  Ohio.  Mr. 
Pinkney  was  fireman  on  the  "Hanover"'  for  Mr.  Ball 
when  she  pulled  General  ^IcClellan  and  his  staff  over 
the  road  to  Rochester  when  they  were  on  their  way 
to  take  charge  of  the  Army  of  the  Potomac.  This  was 
the  engine  that  afterwards  blew  up  with  Mr.  Ball, 
killing  the  fireman  and  a  brakeman  and  seriously  in- 
juring Mr.  Ball.  In  the  spring  of  1862  Mr.  Pinkney 
enlisted  in  the  84th  Ohio  Volunteer  Infantry,  Com- 
pany D,  under  Captain  John  N.  Frazee.  His  enlist- 
ment was  for  three  months  but  the  regiment  served 
one  month  longer,  and  during  that  time  saw  warm 
service  for  the  cause  of  the  Union.  The  regiment  was 
at  Cumberland,  Maryland,  Green  Spring  Run  and 
New  Creek,  Virginia.  He  was  mustered  out  at  Dela- 
ware, Ohio,  and  returned  to  Wellsville,  and  went  to 
work  in  the  car  shops,  but  in  November,  1862,  he  se- 
cured a  position  firing  for  James  Ball,  a  brother  of 
A.  W.,  on  the  Atlantic  Sz  Great  Western  Railroad,  at 
Ravenna.  The  Atlantic  &  Great  Western  was  then 
being  constructed  from  Salamanca  to  Dayton.  Two 
Danforth  Cook  engines,  Nos.  8  and  9,  were  shipped  to 
Ravenna  on  Cassen  Dispatch  trucks,  and  Mr.  Pink- 
ney, as  fireman,  was  placed  on  No.  9.  and  she  was  put 
to  hauling  gravel.  There  were  but  four  miles  of  track 
then,  two  miles  each  way  from  Ravenna.  In  1863 
Mr.  Pinkney  was  promoted  to  engineer  and  ran  a 
grave'  train  on  the  Second  Division  between  Mead- 
ville  and  Akron,  and  afterwards  he  ran  a  switch  en- 
gine in  the  yards  at  Akron,  Akron  being  at  that  time 
the  end  of  the  Second  Division.  When  the  road  was 
completed  from  Akron  to  Galion  he  ran  a  gravel 
train  on  this  division  and  also  had  charge  of  the  con- 
struction train  in  1864-65.  Soon  afterwards  he  was 
given  a  freight  run  between  Galion  and  Akron,  and  in 
time  was  promoted  to  a  passenger  run,  since  which 
he  has  mounted  higher  and  higher  in  the  esteem  of  his 
fellow  emploj-es  and  the  confidence  of  his  superiors. 
He  has  many  times  pulled  important  special  trains, 
and  has  many  fine  letters  commending  his  ability  and 
judgment,  but  his  modesty  keeps  them  from  the  eyes 
of  all  save  close  friends  who  share  with  him  the  pleas- 
ure that  comes  to  one  who  is  so  distinguished.  In 
1865  he  came  to  Galion  and  has  made  it  his  home  ever 
since,  building  up  a  circle  of  friends  and  acquaintances 
who  esteem  hiin  highly.  !Mr.  Pinkney  is  a  member  of 
the  B.  of  L.  E.,  No.  16;  has  been  Chief  three  times, 
and  also  a  delegate  to  the  national  conventions.  He 
was  married  in  1865  to  Miss  Helen  Van  Evera  in  Sum- 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


41? 


chari.es   philips. 


FRED.    PIERCE. 


444 


ERIE    RAILWAY    EDITION. 


mit  County,  Ohio.  They  have  had  one  child.  Mr. 
Pinkney  is  one  of  the  best  known  sportsmen  of  his 
section  of  Ohio,  having  fished  and  hunted  wild  game 
in  ahnost  every  game  center  of  the  country.  He  is 
the  inventor  of  the  lamed  Rehable  Fish  Rod  Holder 
and  several  different  kinds  of  reels.  Hunting  is  his 
particular  delight,  and  it  is  a  perfect  pleasure  to  visit 
his  home  and  see  the  numerous  trophies  he  has  se- 
cured on  his  trips  and  examine  his  complete  and  ex- 
tensive outfits  for  angling  and  hunting.  Mr.  Pink- 
ney is  an  interesting  man  to  know  for  his  stories  of 
pioneer  days  and  excursions  in  quest  of  game  with 
rod  and  gun  are  of  great  interest. 


FRED    PIERCE, 

Oakland,  Pennsylvania. 

Fred  Pierce,  son  of  Sheldon  Pierce,  also  an  engineer 
on  the  Erie,  was  born  in  Windsor,  New  York,  Octo- 
ber 12,  1864.  After  graduating  from  high  school  at  the 
age  of  IS  he  accepted  a  position  as  delivery  clerk  in  a 
grocery  store,  which  position  he  held  for  a  year,  going 
then  to  the  employ  of  the  Erie  and  for  eight  months 
working  on  the  coal  docks,  coaling  engines.  In  the 
fall  of  1881  he  was  advanced  to  fireman  and  fired  on 
freight  three  years  and  passenger  eight  years.  He  was 
promoted  to  engineer  in  June,  1889,  and  for  the  past 
ten  years  has  run  freight  between  Susquehanna  and 
Hornellsville.  Mr.  Pierce  is  a  highly  competent  en- 
gineer, who  has  the  respect  and  friendship  of  all.  He 
is  a  member  of  Starrucca  Lodge,  No.  137,  B.  of  L.  E., 
and  Canewacta  Tribe  246,  Order  of  Red  Men,  and  the 
Auxiliary  Pocahontas.  He  was  married  February  25, 
1885,  to  Miss  Addie  Pierce,  daughter  of  Martin 
Pierce,  a  prominent  farmer  of  Otsego  County,  New 
Y'ork.  They  Iiave  two  bright  children:  Fred  Ray, 
aged  13,  and  Barzillai  T.,  aged  11,  both  of  whom  are 
attending  public  school.  Mrs.  Pierce,  who  is  a  prom- 
inent society  woman  and  general  favorite,  is  a  mem- 
ber of  the  Ladies'  Auxiliary  to  the  B.  of  L.  E.,  having 
been  President  of  that  order  for  two  years,  and  is 
also  Record  Keeper  of  the  local  Pocahontas  Lodge. 
Mr.  Pierce  owns  a  fine  cottage  residence  in  Oakland, 
a  suburb  of  Susquehanna,  where  he  is  regarded  as  one 
of  the  foremost  citizens. 


RICHARD   PIERCE, 

Dunkirk,  New  York. 

Richard  Pierce,  the  subject  of  this  sketch,  was  born 
in  Ireland  in  May,  1836,  his  father,  William  Pierce, 
lieing  a  farmer.  The  young  man  came  to  the  United 
States  in    1851    and   located   in    Orange    County,    New 


York,  where  he  engaged  in  farming.  In  1852  he  se- 
cured a  position  as  water-boy  on  the  Erie,  and  after 
one  summer  at  this  work  secured  a  place  in  the  con- 
struction department,  where  he  worked  six  months, 
going  then  to  the  Buffalo,  Corning  &  New  York, 
where  for  six  months  he  worked  at  grading.  He  then 
watched  a  gravel  engine  for  one  winter,  beginning  his 
career  as  a  fireman  in  the  following  spring  for  the 
same  road.  He  worked  four  years  on  the  B.,  C.  &  N. 
Y.,  having  fired  the  first  engine  into  Avon,  Courtney 
and  Rochester.  In  1858  he  resigned  and  entered  the 
service  of  the  Erie,  and  in  1861  was  promoted  to  en- 
gineer. He  ran  a  yard  engine  at  Salamanca  for  three 
years,  the  rest  of  the  time  he  has  been  in  the  Dunkirk 
yard,  where  he  has  run  for  the  past  thirty-five  years. 
Mr.  Pierce  was  married  in  April,  1856,  to  Miss  Mar- 
garet Brothers,  of  Avon,  New  Y'ork,  and  five  children 
were  born  to  them:  William,  aged  41,  is  an  engineer 
on  the  Nickel  Plate  Railroad;  Mary  resides  at  home; 
Libbie  is  the  wife  of  M.  J.  Burns  of  Dunkirk;  George, 
aged  28,  is  a  clerk  for  the  New  York  Central,  and 
Richard,  aged  23,  is  a  machinist  in  the  employ  of  the 
Brooks  Locomotive  Works.  Mrs.  Pierce  died  in  De- 
cember, 1877,  and  on  April  30,  1879,  Mr.  Pierce  was 
united  in  marriage  to  !Miss  Mary  Minon.  daughter  of 
Peter  Minon,  a  farmer  of  Dunkirk.  Mr.  Pierce  has 
been  a  member  of  Lodge  No.  67,  B.  of  L.  E.,  since 
1865.  He  owns  a  fine  residence  at  160  Smith  Street, 
and  is  regarded  as  a  citizen  of  worth. 


SHELDON  PIERCE, 
Susquehanna,   Pennsylvania. 

The  subject  of  this  sketch  was  born  in  Westford, 
Otsege  County,  New  Y'ork,  on  December  16,  1843, 
being  the  son  of  Henry  Pierce,  a  farmer  and  contract- 
or of  Westford.  After  leaving  school  Mr.  Pierce  en- 
gaged in  farming  and  lumbering  until  1873,  in  June 
of  which  year  he  entered  the  employ  of  the  Erie  as  a 
fireman.  He  fired  on  the  Susquehanna  Division  until 
the  fall  of  1885,  when  he  was  promoted  to  engineer. 
He  ran  in  the  freight  service  on  the  same  division  until 
1887,  when  he  went  south  and  ran  an  engine  for  the 
Florida  Railroad  and  Navigation  Company  at  Jack- 
sonville for  four  months.  Returning  north  he  re- 
entered the  service  of  the  Erie  and  ran  an  engine  until 
1899,  when  he  was  advanced  to  Night  Engine  Hostler 
at  Susquehanna.  In  1863  Mr.  Pierce  was  married  to 
Miss  Mary  Walter  of  Maine,  Broome  County,  New 
Y'ork,  daughter  of  Alvin  Walter,  a  farmer  of  that 
place.  They  have  three  children,  all  of  wdiom  are 
grown  to  maturity.  Fred  is  an  engineer  on  the  Erie; 
William  is  a  machinist  in  the  Susquehanna  shops,  and 


AMERICAN    LOCOiMOTlVE    ENGINEERS. 


445 


KICilARD   PIERCE. 


SHELDON  PIERCE. 


446 


ERIE    RAILWAY    EDITION. 


Rose  is  marricJ  to  Engineer  A.  Jordan  and  resides  in 
Susquehanna.  Mr.  Pierce  is  a  member  of  Starrucca 
Lodge,  No.  137,  B.  of  L.  E.  He  was  First  Engineer 
of  this  lodge  for  four  years,  and  is  now  First  Assist- 
ant Engineer;  he  is  also  Secretary  of  the  Insurance 
Order  of  the  above  lodge,  and  has  held  this  office  for 
two  years.  Mr.  Pierce  owns  a  fine  two-story  residence 
at  Westfall  Avenue,  Oakland,  and  is  regarded  as  one 
of  the  city's  foremost  citizens. 


ROBERT  PLOUTZ, 
Susquehanna,   Pennsylvania. 

However  successful  a  man  may  be  in  the  business 
affairs  of  this  life,  perfect  contentment  cannot  be  his 
unless  he  is  at  peace  with  his  fellow  men;  and,  judg- 
ing from  the  number  of  friends  that  Robert  Ploutz 
possesses,  we  would  say  that  he  is  one  of  those  happy 
mortals.  Mr.  Ploutz  was  born  in  Susquehanna,  Penn- 
sylvania, July  5,  1866,  and  has  made  this  city  his  home 
•ever  since  that  event.  His  father  was  Christopher 
Ploutz,  a  blacksmith  in  the  Erie  repair  shops.  The 
young  man  attended  the  public  schools  until  he  was 
14  years  of  age.  He  then  began  working  in  a  saw- 
mill, and  was  soon  put  in  charge  of  the  engine.  In 
this  position  he  continued  until  1886,  when  he  was 
employed  by  the  Erie  as  a  fireman.  Here  the  knowl- 
edge he  had  gained  in  running  a  stationary  engine  was 
greatly  to  his  advantage,  and,  after  six  years  of 
efficient  service,  he  was  promoted  to  engineer  in  1892. 
He  is  now  counted  as  one  of  the  Erie's  best  freight 
■engineers,  running  between  Susquehanna  and  Hor- 
nellsville.  Mr.  Ploutz  belongs  to  Starrucca  Lodge, 
No.  137,  B.  of  L.  E.,  and  Erie  Hose  Company,  a  vol- 
unteer fire  organization.  Being  unmarried,  he  is  one 
of  the  social  favorites  of  Susquehanna,  a  most  natural 
thing  with  such  a  popular  young  man. 


CHARLES  E.  PLUMB, 
Huntington,    Indiana. 

One  of  Huntington's  most  estimable  citizens  is 
Charles  E.  Plumb,  who  for  the  past  twelve  years  has 
run  a  switch  engine  in  the  Huntington  yards  of  the 
Erie.  Mr.  Plumb  was  born  in  Laona,  New  York, 
February  7,  1863,  and  after  leaving  school  worked  as 
a  brid.ge  carpenter  on  the  Dunkirk,  Allegheny  Valley 
&  Pittsburg.  On  August  15,  1882,  he  commenced  to 
fire  on  the  Eric,  being  promoted  to  engineer  on  Au- 
gust 15,  1887.  Mr.  Plumb  was  married  December 
ID,    1885,   to   Miss   Elizabeth   Whitlock   of  Huntington 


County,  Indiana,  and  they  have  two  children,  both 
of  whom  are  attending  school.  Mr.  Plumb  is  a  mem- 
ber of  B.  of  L.  E.,  Division  221,  and  owns  fine  resi- 
dence property  in  Huntington. 


HORACE  W.  PLUMMER, 

Hornellsville,    New    York. 

The  only  reason  Horace  W.  Plummer  did  not  enlist 
at  the  first  call  for  troops  in  1861  was  because  he 
was  too  young.  As  it  was  he  ran  away  from  school 
at  the  age  of  15  and  enlisted  at  Great  Falls,  New 
Hampshire,  in  1864.  He  did  garrison  duty  at  Ports- 
mouth for  four  months  and  then  was  mustered  out, 
the  war  having  ended.  Mr.  Plummer  was  born  in 
Springvale,  Maine,  on  October  16,  1849,  suii  after 
his  army  experience  went  to  work  in  a  machine  shop 
at  Manchester,  New  Hampshire,  where  he  learned  the 
trade  of  machinist  and  worked  until  1869.  In  that 
year  came  to  Hornellsville  and  secured  employment 
m  the  Erie  shops,  remaining  there  until  June,  1871, 
when  he  commenced  firing  on  the  Western  Division. 
He  was  promoted  to  engineer  in  1879,  ran  extra 
two  years  and  then  took  a  switch  engine,  followed 
by  a  pusher  at  Cuba,  Friendship  and  Belvidere.  For 
some  time  he  has  pulled  the  fast  freights  TJ  and  82, 
and  has  done  extra  passenger  duty  several  years.  Mr. 
Plummer  is  a  Royal  Arch  Mason,  a  member  of  the 
Maccabees,  A.  O,  U.  W.,  I.  O.  O.  F.,  the  Red  Men, 
Legion  of  Honor,  and  B.  of  L.  E.  He  was  one  of 
the  first  men  to  hold  office  in  the  Grand  Lodge  of 
the  B.  of  L.  F.,  and  opened  the  first  convention  held 
by  that  order  in  Indianapolis.  He  was  Master  of  the 
local  lodge  for  two  years,  and  was  at  one  time  a 
candidate  for  Alderman.  Mr.  Plummer  was  married 
in  June,  1874,  to  Miss  Emma  Ball,  daughter  of  Mark 
Ball,  an  old  Erie  conductor  of  Hornellsville,  and  they 
have  one  child,  a  son. 


EDWIN   H.   POORMAN, 
Gabon,  Ohio. 

Edwin  H.  Poorman,  son  of  Harvey  Poornian,  a 
millwright,  who  set  up  the  first  set  of  patent  rollers  in 
the  state  of  Pennsylvania,  was  born  in  Bellefonte, 
Pennsylvania,  .\ugust  15,  1865.  He  left  school  at  the 
age  of  14  and  learned  the  carpenter's  trade,  and  then 
worked  three  years  at  Phillipsburg.  Pennsylvania.  In 
the  fall  of  1882  he  began  work  on  the  Pennsylvania 
Central  as  wreck  hand,  and  then  went  braking  on 
the  same  road.  He  was  brakeman  two  years,  was  then 
promoted  to  conductor,  and  after  running  a  train  for 
one    year    went    to     the     Beach    Creek,     Clearfield    & 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


447 


JOHN  T.   PINICNET. 


ROBERT   PLOUTZ. 


44S 


ERIE    RAILWAY    EDITION. 


Southwestern  Railroad,  where  he  was  brakcnian  four 
months  and  was  then  made  yardmaster  at  Pliillipsburg. 
In  1887  he  moved  to  Galion,  and  after  braking  a  while 
on  the  Erie,  went  to  firing,  in  which  capacity  he  re- 
mained until  January,  1899,  when  he  was  promoted 
to  engineer.  Mr.  Poorman  was  married  January  I, 
1891,  to  Miss  Anna  Wilson  of  Galion,  and  they  have 
three  charming  children.  Mr.  Poorman  is  a  member 
of  B.  of  L.  F.,  No.  107,  and  Fidelity  Lodge  No.  327, 
and  Crawford  Chapter  No.  142,  F.  &  A.  M.  He 
owns  fine  property  in  Galion  and  is  highly  respected. 


ARTHUR   B.    POTTER, 
Meadville,    Pennsylvania. 

An  engineer  of  estimable  character  and  who  is 
widely  esteemed  by  railroad  men  and  his  acquaint- 
ances generally,  is  Arthur  B.  Potter,  who  was  born 
in  Parinton,  New  York,  March  26,  1846.  At  the  age 
of  18  years,  after  acquiring  a  good  common  school 
education,  he  learned  the  cooper's  trade  at  Fairport, 
New  York,  where  he  worked  until  1867,  when  he  se- 
cured a  position  as  brakeman  on  the  New  York  Cen- 
tral at  Rochester,  New  York.  He  held  this  place  six 
months  and  then  went  to  Bufifalo,  where  for  eighteen 
months  he  worked  on  the  Lake  Shore  Road  as 
switchman.  He  then  returned  home  and  worked  at 
his  trade  for  a  year,  going  to  Meadville  in  1870  to 
accept  a  position  as  fireman.  He  fired  until  August, 
1874,  being  then  promoted  to  engineer  and  assigned 
to  road  engine  in  the  freight  service,  where  he  now 
runs,  but  has  been  doing  extra  passenger  running 
more  or  less  for  the  past  five  years.  Although  he 
has  been  in  a  number  of  accidents  he  has  never  re- 
ceived an  injury  in  the  whole  of  his  thirty-two  years 
of  railroad  experience.  ^Ir.  Potter  is  a  graduate  of 
Dr.  McCartney's  Electric  Institution  at  Rochester, 
New  York,  and  practiced  electricity  successfully  in 
Meadville  from  1890  to  1894.  On  March  7,  1877,  he 
was  united  in  marriage  to  Miss  jNIira  R.  Warn,  daugh- 
ter of  David  H.  Warn,  a  prominent  farmer  of  Port- 
age, New  York.  Mr.  Potter's  father  was  John  E. 
Potter,  a  butcher  of  Parinton,  and  his  mother  was 
Jane  F.  Barnum,  daughter  of  Isaac  Barnum,  a  near 
relation  of  P.  T.  Barnum,  the  great  showman.  Mr. 
Potter  is  a  member  of  B.  of  L.  E.,  Division  No.  43, 
and  Crawford  Lodge  No.  734,  I.  O.  O.  F.  He  owns 
property  in  Salamanca  and  is  a  valued  citizen  of 
Meadville.  

C.    K.    POTTER, 
Hornellsville,  New  York. 

An  enterprising  business  man,  as  well  as  a  capable 
engineer,  is  C.  K.  Potter,  who  was  born  in  Big  Flats, 


Steuben  County,  New  York,  June  14,  1863.  His  early 
days  were  spent  on  his  father's  farm,  but  on  receiving 
a  common  school  education  he  went  to  Bath,  New 
York,  where  he  worked  for  some  time  in  the  machine 
shops  at  that  place.  From  Bath  he  went  to  Elmira, 
where  he  was  similarly  employed,  leaving  in  July,  1887, 
to  accept  a  position  on  the  Susquehanna  Division  of 
the  Erie.  His  general  knowledge  of  machines  and 
engines  was  now  of  great  use  to  him,  and  so  efficient 
did  he  prove  himself  to  be  that  in  October,  1890,  he 
was  promoted  to  engineer.  Since  his  promotion  he  has 
run  continuously  in  the  freight  service,  where  he  has 
frequently  demonstrated  that  he  is  an  engineer  of  the 
highest  ability  and  judgment.  In  1882,  he  had  a  serious 
wreck  at  Addison,  New  York,  caused  by  deep  snow, 
but  fortunately  he  escaped  injury.  May  19,  1887,  he 
was  joined  in  marriage  to  Miss  Ella  Lynn,  of  Bath, 
Steuben  County,  New  York,  and  two  children  have 
been  born  to  them.  Mr.  Potter's  uncle,  C.  K.  Potter, 
was  for  many  years  a  superintendent  of  the  Fall  'Brook 
Railroad.  He  is  a  member  of  B.  of  L.  E.,  Division  No. 
47,  and  takes  an  active  interest  in  affairs  pertaining  to 
that  order.  Among  the  citizens  of  Hornellsville  he  has 
a  high  standing  for  business  integrity  and  friendly 
qualities.  He  runs  a  fine  livery  stable  on  one  of  the 
principal  streets  of  the  city,  where  he  maintains  fine 
equipments  and  receives  a  good  share  of  public  patron- 
age. 


DARWIN    F.    POTTER, 
Hornellsville,  New  York. 

Darwin  F.  Potter  was  born  in  Allegheny  County, 
New  York,  on  June  22,  1858,  and  left  school  at  the  age 
of  18  to  engage  in  work  on  a  farm.  In  1881  he  secured 
a  position  as  brakeman  en  the  Allegheny  Division  of 
the  Erie,  and  after  seventeen  months  in  this  capacity 
was  advanced  to  fireman.  He  was  promoted  to  en- 
gineer in  1886,  and  is  one  of  the  steadiest  and  best 
runners  on  the  division,  having  had  no  accidents  to 
mar  his  record.  Mr.  Potter  was  married  in  September, 
1882,  to  Miss  Fanny  Stevens,  and  they  have  two  chil- 
dren, Helen  and  Francis.  Mr.  Potter  belongs  to 
Lodge  No.  44,  F.  &  A.  M.;  B.  of  L.  E.,  Lodge  No.  47. 
and  was  Master  of  the  B.  of  L.  F.  one  term. 


JOSIAH  PRINE, 
Buffalo,  New  York. 
The  time  was  when  Josiah  Prine  used  to  live  on  a 
pint  of  cornmeal  a  day,  and  consider  himself  lucky  to 
get  that,  for  he  was  an  enforced  guest  of  the  late 
Southern  Confederacy  at  that  famous  hostelry,  Ander- 
sonville.  It  was  during  his  second  enlistment  that  he 
was  taken  prisoner,  he  having  enlisted  at  the  first  echo 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


449 


ARTHUR   B.    POTTER. 


TOBIAS   PURCELL. 


450 


ERIE    RAILWAY    EDITION. 


from  Fort  Sumter  in  April,  1861,  under  Captain 
Strong  in  Company  E,  21st  New  York  Volunteers.  He 
fought  at  both  Ijattles  of  Bui!  Run,  Sloat's  Mountain, 
and  numerous  other  engagements,  being  honorably  dis- 
charged in  1S63.  He  returned  to  his  home  in  Buffalo, 
and  after  recuperating  a  short  time  enlisted  under  Cap- 
tain Lee  in  the  12th  New  York  Cavalry.  Company  M. 
After  a  short  period  of  service  he  was  captured  and  sent 
to  .\ndersonvillc  where  he  sojourned  seven  months, 
and  on  being  exchanged  served  with  his  regiment  until 
1865,  when  he  was  mustered  out.  Mr.  Prine  was  born 
in  Toronto,  Ontario,  on  October  11,  1842.  being  the 
son  of  George  Prine.  who  died  when  Josiah  was  but  2^ 
years  old.  On  leaving  school  he  became  an  employe 
of  the  Niagara  Falls  Paper  Company,  and  for  three 
years  worked  at  folding  papers.  In  1858  he  began  hi- 
railroad  career  as  blacksmith's  helper  in  the  machine 
shops  of  the  New  York  Central  at  Niagara  Falls. 
After  six  months  he  was  advanced  to  the  position  of 
brakeman  and  served  in  that  capacity  two  years,  re- 
signing to  enlist  in  the  service  of  his  country.  After 
returning  from  the  war  he  secured  a  position  as  brake- 
man  on  the  Lake  Shore  Railroad  and  for  six  months 
ran  between  Buffalo  and  Erie.  He  was  then  ad- 
vanced to  fireman,  resigning  some  time  afterward  to 
accept  a  similar  position  on  the  Southern  Central,  now- 
known  as  the  Lehigh  Valley.  After  running  on  this 
road  for  three  months  he  was  promoted  to  engineer 
and  served  in  this  capacity  for  a  year  and  a  half.  He 
then  resigned  and  returned  to  the  employ  of  the  Lake 
Shore  as  engineer,  and  alter  running  on  this  road  for 
a  year  and  a  half,  resigned  in  1886  to  accept  an  engine 
on  the  Erie,  having  been  in  the  freight  service  on  this 
road  ever  since.  In  April,  1872,  Mr.  Prine  was  mar- 
ried to  Miss  Annie  Metz,  daughter  of  Godfrey  Metz, 
a  hotelkceper  of  Buffalo.  Four  children  have  been 
born  to  them;  Ella,  a  graduate  of  the  Buflfalo  High 
School  and  a  business  college;  Harry,  aged  20.  clerk 
in  the  Erie  storeroom  at  Buffalo ;  Florence,  a  graduate 
of  the  Buflfalo  public  schools,  and  Raymond,  the  baby, 
who  is  I  year  old.  Mr.  Prine  is  a  member  of  Division 
No.  13.  B.  of  L.  E..  and  his  wife  is  affiliated  with  the 
Ladies"  Auxiliary  of  that  order. 


J.   M.   PUTNEY, 

Binghamton,  New  York. 

J.  M.  Putney  was  born  in  Chautauqua  County,  New 
York,  and  began  his  railroad  career  in  April.  1856.  as 
a  brakeman  on  the  Western  Division  of  the  New  York 
Lake  Erie  &  Western.  After  being  transferred  to 
fireman  he  served  in  that  capacity  until  1859.  when  he 
was  promoted  to  engineer.  Mr.  Putney  ran  as  freight 
engineer  some  years   and   then   was   advanced  to   pas- 


senger, having  run  trains  4  and  5  two  years  and  is  now 
running  15  and  16.  He  joined  the  B.  of  L.  E.  in  1864. 
and  was  Chief  of  Division  41  for  four  years.  Mr.  Put- 
ney has  been  married  twice,  his  first  wife  dying  in 
1889.  He  has  one  son.  William  W.,  who  is  in  the  in- 
surance business  at  Elmira.  Air.  Putney  was  married 
cm  January  23,  1894,  to  Miss  Helen  Salmon,  of  Susque- 
hanna. He  is  a  jovial,  good  fellow,  and  is  highly  es- 
teemed by  his  many  acquaintances. 


TOBIAS   PURCELL, 
Corning,  New  York. 

Tobias  Purcell  was  born  in  Ireland  on  July  4,  1847, 
and  in  the  same  year  his  father,  William  Purcell,  erai- 
grated  to  America  with  his  family,  intending  to  settle 
on  a  farm  near  Montreal,  Canada.  Shortly  after  their 
arrival,  his  father  and  four  of  the  children  died  of 
cholera.  His  mother  with  Tobias  and  the  two  remain- 
ing children  moved  to  Albany  and  then  to  Corning. 
New  York,  where  Tobias  went  to  school  until  he  was 
16  years  of  age.  He  then  accepted  a  position  as  brake- 
man  on  the  Tioga  Railroad,  running  between  Corning 
and  Blossburg,  Pennsylvania.  After  a  year  in  this  po- 
sition he  accepted  a  place  as  fireman  on  the  Orange  & 
Alexander  Railroad,  which  was  then  in  the  hands  of 
the  United  States  government.  He  ran  between  Alex- 
andria, Virginia,  and  various  other  terminals  for  one 
year  and  a  half,  then  coming  north  to  take  service  with 
the  Erie  as  fireman.  He  faithfully  performed  his  duties 
until  the  fall  of  1878,  when  he  was  promoted  to  en- 
gineer, and  given  a  run  in  the  freight  service.  During 
the  twenty-one  years  he  has  manipulated  the  throttle 
on  the  Erie  he  has  pulled  freight  twenty  years  and 
passenger  one  year.  For  the  past  three  years  he  has 
had  the  local,  which  is  considered  one  of  the  best 
freight  runs  on  the  Susquehanna  Division.  It  is  need- 
less to  say  that  Mr.  Purcell  is  a  very  popular  man  and 
an  engineer  with  a  most  enviable  record.  On  May  20. 
1879.  he  was  joined  in  wedlock  to  Miss  Anna  Deegan. 
daughter  of  Philip  Deegan.  of  Corning.  Their  union 
has  been  blessed  by  eight  children,  all  of  whom  sur- 
vive. Catherine,  the  oldest,  is  18  years  of  age,  and  a 
graduate  of  Corning  Academy;  William,  Philip,  Jus- 
tin, Tobias,  Jr.,  Anna  and  Joseph  are  attending  public 
school;  James  Francis,  aged  8  months,  is  the  baby. 
Mr.  Purcell  is  a  member  of  B.  of  L.  E.,  No.  47,  of 
Hornellsville,  New  York,  and  also  of  Cohocton  Tribe. 
No.  60,  Red  Men.  of  Corning.  His  family  is  socially 
inclined  and  moves  in  the  best  circles  of  the  city.  Mr. 
Purcell  is  a  public  spirited  man  and  takes  great  inter- 
est in  the  advancement  of  the  city,  as  he  owns  some 
fine  real   estate. 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


451 


\\lLLIAil    H.    QUlLTKIi, 


HENRY    C.    RADCLIFFE    AND    SON. 


452 


ERIE    RAILWAY    EDITION. 


WILLIAM   H.   QUILTER, 

Jersey   City,   New  Jersey. 

William  H.  Quilter  is  one  of  the  men  who  typify 
the  fact  that  this  is  the  day  of  the  young  man.  He  is, 
indeed,  young  in  years,  but  the  position  which  he  holds 
in  the  Erie  service  was  given  him — and  is  retained  by 
him— because  he  fills  it,  not  because  of  any  "pull." 
Born  in  the  First  Ward  of  New  York  City,  November 
6,  1871,  he  attended  school  up  to  the  age  of  15,  and 
then  went  into  railroad  employ  with  the  Delaware, 
Lackawanna  &  Western  Railroad  as  a  wiper  and  at 
watching  engines,  this  being  in  1886.  He  also  served 
the  Lackawanna  as  a  fireman  for  two  years,  and  fol- 
lowing that  he  came  to  the  Erie,  where  he  fired  extra 
for  six  years,  and  in  1897  was  promoted  to  engineer  on 
the  Greenwood  Lake  Division,  where  he  is  now  run- 
ning, his  engine  being  No.  525,  between  Jersey  City 
and  Caldwell.  Mr.  Quilter  is  a  member  of  the  Broth- 
erhood of  Locomotive  Firemen,  belonging  to  the  Jer- 
sey City  Division,  No.  543,  and  has  also  been  a  mem- 
ber of  the  Brotherhood  of  Locomotive  Engineers  since 
1891.  He  is  a  member  of  the  Mutual  Benefit  Associa- 
tion of  the  Delaware,  Lackawanna  &  Western  Rail- 
road. He  has  had  many  of  the  minor  accidents  com- 
mon to  his  calling,  but  only  onqe  has  he  been  in  an 
accident  of  a  serious  nature.  This  was  while  he  was 
a  fireman  on  a  switch  engine  for  the  Delaware,  Lacka- 
wanna &  Western,  when  the  fast  passenger  ran  into 
his  engine,  throwing  it  down  the  bank,  killing  the  en- 
gineer and  utterly  wrecking  the  engine.  Mr.  Quilter 
saved  his  life  by  jumping  and  escaped  practically  un- 
hurt. In  1893  Mr.  Quilter  was  married,  in  New  York, 
to  Miss  Alice  McGeeney,  and  they  are  now  living 
happily  together  with  their  three  little  ones — one  boy 
and  tw^o  girls — at  No.  210  Twelfth  street,  in  Jersey 
City,  having  had  the  sad  misfortune  to  lose  one  little 
boy.  In  length  of  service  Mr.  Quilter  is  to  be  classed 
among  the  new  men,  but  in  point  of  aliility  and  faith- 
fulness he  stands  well  up  among  his  fellows.  It  is 
such  men  that  make  the  reputation  of  railroads — the 
men  who  shrink  from  no  duty — who  go  on  unswerv- 
ingly, even  though  they  face  death,  conscious  of  the 
responsibilities  they  bear,  of  the  dangers  they  must 
face,  but  yet  going  on,  calmly,  confidently  in  the 
straight  path  of  duty  before  them.  Many  years  from 
now,  when  another  and  fuller  history  of  the  Erie  is 
written,  it  is  a  sure  and  certain  thing  that  Mr.  Quilter's 
name  will  appear  on  its  pages,  and  always  with  credit 
to  himself  and  the  road. 


JOHN  J.   QUILTER, 
Jersey  City,   New  Jersey. 
John  J.   Quilter,  one  of  the   Erie's  rising  young  en- 
gineers,  was   born   in    New   York   City   on    iSIarch   18, 


1871,  and  went  to  school  in  that  city  and  Hoboken, 
New  Jersey,  until  he  was  16  years  of  age.  He  then 
learned  the  iron  molder's  trade  and  worked  at  it  for 
four  years,  abandoning  it  to  accept  a  position  as  ship- 
ping clerk  in  Lorillard's  Tobacco  Factory,  where  he 
remained  a  year  and  a  half.  On  leaving  this  place  he 
secured  employment  with  the  Erie  company,  his  first 
work  being  painting  stacks.  He  began  firing  in  1889, 
his  first  run  being  on  engine  164,  with  Engineer  Jno. 
Kelly,  between  Jersey  City  and  Ringwood,  New  Jer- 
sey. He  was  promoted  to  engineer  on  June  12,  1895, 
his  first  engine  being  the  182,  on  a  run  between  Jer- 
sey City  and  Soho,  New  Jersey.  Mr.  Quilter  was 
married  on  July  i,  1891,  to  Miss  Annie  Morsch,  of 
Jersey  City,  and  they  have  a  fine  family  of  four  boys, 
the  oldest  of  whom  is  7  years  of  age.  Mr.  Quilter  is 
a  member  of  B.  of  L.  E.,  No.  543,  and  with  his  family 
attends  the  St.  Mary's  Church.  He  is  highly  regarded 
among  his  fellow  workmen  and  stands  well  as  a  citizen 
of  Jersey  City. 


HENRY  CLAY   RADCLIFFE. 

Jersey  City,   New  Jersey. 

Mr.  Radcliffe  was  born  January  7,  1842,  in  the 
.good  old  town  of  Haverhill,  Massachusetts.  His 
father  was  a  printer  and  newspaper  man.  being  at 
one  time  the  editor  of  the  Virginia  Times  at  Warren- 
ton,  \'irginia.  After  attending  school  up  to  the  age 
of  14,  Mr.  Radcliffe  was  for  a  time  employed  in  the 
office  of  the  Lawrence  (Mass.)  Courier,  going  from 
there  to  the  shops  of  the  Erie  Railroad  at  Piermont, 
New  York,  remaining  there  eight  months,  after  which 
he  passed  fifteen  months  out  on  the  road  in  duplicat- 
ing car  numbers,  and  in  1859  began  firing  on  No.  64 
for  Steve  Campbell.  While  engaged  in  this  way  he 
had  the  misfortune  to  lose  his  big  toe,  the  only  seri- 
ous accident  which  has  ever  befallen  him  during  his 
long  career  as  an  engineer.  On  !March  i,  1863,  Mr. 
RadclifFe  was  promoted  to  engineer,  and  went  to 
switching  at  the  long  dock  in  Jersey  City,  from  that 
passing  to  freight,  and  having  been  for  the  past 
eighteen  years  in  charge  of  a  passenger  train.  For 
the  last  twelve  of  these  years  he  has  had  the  Scran- 
ton  express  west  and  the  Vestibule  Limited  east,  be- 
ing the  fastest  run  on  the  road,  with  a  schedule  call- 
ing for  fifty  miles  an  hour.  His  present  engine  is 
the  371,  a  Vauclain  compound.  He  was  married  Jan- 
uary I,  1866,  at  Rahway,  New  Jersey,  to  Miss  Eliza- 
beth S.  Jacques,  and  six  children  have  been  born  to 
them,  five  of  whom  are  now  living:  James,  the  oldest 
son,  being  foreman  in  a  paper  cutting  factory  at 
Jersey  City  Heights;  Harry  R.,  an  engineer  on  the 
Ontario    &    Western    at    Cornwall-on-Hudson;    Nor- 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


453 


man  C,  Herbert  S.  and  Mabel  Antoinette.  For  many 
years  Mr.  Radclifife  was  a  member  of  the  Brother- 
hood of  Locomotive  Engineers,  being  for  a  great  part 
of  that  time  First  Assistant  Engineer  of  Division  135 
of  Jersey  City.  He  is  a  Mason,  being  a  member  of 
Eagle  Lodge  No.  53  of  Jersey  City,  and  is  at  present 
Principal  Sojourner  of  his  chapter.  Triune  Chapter 
No.  29,  Royal  Arch  Masons,  also  of  Jersey  City, 
being  in  the  direct  line  for  the  office  of  High  Priest, 
and  is  also  a  member  of  Camp  12,  Grand  Fraternity. 
at  Jersey  City  Heights.  Mr.  and  Mrs.  RadcIifTe  and 
their  oldest  son  are  members  of  the  Summit  Avenue 
Baptist  Church  at  Jersey  City  Heights,  and  their  son 
Herbert  is  connected  with  the  Simpson  Methodist 
Church  there.  Mr.  Radcliffe  was  for  two  or  three 
years  a  delegate  to  the  convention  of  the  North  New 
Jersey  Baptist  Association,  and  takes  a  real  and  deep 
interest  in  the  welfare  of  the  church  of  which  he  is  a 
member.  He  is  not  a  party  man  in  politics,  lut  is 
thoroughly  American  in  his  conception  of  the  rights 
and  duties  of  the  American  citizen,  both  at  the  polls 
and  elsewhere.  In  his  railroad  service  he  has  never 
had  an  accident  resulting  in  loss  of  life,  though  he  has 
had  several  very  thrilling  experiences.  One  time  a 
side  rod  broke  on  his  side  of  the  engine,  the  fireman 
dropping  to  the  floor  of  the  cab  at  the  same  time,  and, 
as  Mr.  RadclifTe  thought,  cither  dead  or  fatally  in- 
jured. He  did  not  dare  reverse,  but  came  to  a  stop 
as  soon  as  possible.  Just  as  they  were  stopping  the 
fireman  looked  up  and  laughed,  thereby  removing, 
■;;:ys  Mr.  Radclifife.  '"several  tons  weight  from  my 
brain."  Again,  when  running  the  Tuxedo  express 
and  while  going  at  the  rate  of  sixty  miles  an  hour,  a 
side  rod  broke,  throwing  Mr.  Radcliffe  on  top  of  the 
boiler  in  such  shape  that  the  bell  as  it  swung  hit 
him  on  the  back  of  the  head,  but  again  he  escaped 
practically  unhurt,  not  being  kept  from  his  work.  It 
would  be  curious,  among  so  many  and  varied  ex- 
jieriences,  if  there  were  not  some  which  verged  on  the 
ridiculous.  Of  such  was  the  occasion  in  1895,  at 
Passaic,  when  a  covered  wagon  was  on  the  crossing 
as  the  train  came  along  and  the  train  crashed  into  it 
at  a  frightful  rate  of  speed.  Now  this  wagon  con- 
tained a  Dutchman  and  was  otherwise  occupied  with 
a  load  of  bologna  sausage.  The  immediate  result  of 
this  unforeseen  combination  of  Dutchman,  sausage 
and  locomotive  was  to  send  the  former  up  the  road 
dragging  at  the  horse's  heels,  with  the  whifflctree 
pounding  him  at  every  jump,  and  to  spread  the  sau- 
sage out  over  the  engine,  the  train  and  the  surround- 
ing country  in  such  shape  as  to  constitute  the  most 
widely  distributed  free  lunch  on  record.  Mr.  R;ul- 
c'iffe  was  the  engineer  in  charge  of  the  "Exhibition 
train."  which  the  company  sent  out  for  the  inspection 
of    its    patrons,    pulling    it    from    Jersey    City    to    Port 


Jcrvis.  Wlien  a  man  has  passed  all  his  nlanhiaod  in 
one  community,  engaged  in  one  pursuit,  and  that  pur- 
suit calling  for  his  best  mental  and  physical  energies, 
when  he  has  been  honest,  faithful  and  successful,  it 
is  small  wonder  that  he  is  held  in  respect  and  esteem 
by  his  neighbors  and  those  who  are  associated  with 
him  from  day  to  day.  And  this  is  the  case  with  Mr. 
Radclifi'e,   not  in  small   degree,   but   in   full  measure. 


V.   C.    RANDOLPH. 

Hornellsville,    New    York. 

V.  C.  Randolph  started  in  on  his  railroad  career  at 
a  very  early  age,  and  from  the  fact  that  he  was  large 
for  one  of  his  years  was  able  to  do  the  work  well. 
Mr.  Randolph  was  born  at  Randolph,  Cattaraugus 
County.  New  York,  October  19.  1869,  his  grandfather 
being  one  of  the  early  settlers  of  that  place.  At  the 
age  of  12  he  secured  a  position  in  the  Salamanca 
shops  of  the  Eric  as  a  machinist's  apprentice  and 
worked  at  the  trade  until  lie  was  i".  when  he  was 
transferred  to  firing  on  the  Allegheny  Division.  Pro- 
motion to  engineer  occurred  in  April,  1891,  after  five 
years  of  efficient  service,  and  he  is  now  rated  among 
the  coming  engineers  of  the  division.  Mr.  Randolph 
was  married  on  June  9,  1897,  to  Miss  Maud  Cole, 
daughter  of  Alderman  Cole  of  Bradford,  Pennsyl- 
vania. One  child  was  born  to  them,  but  death  took 
it  from  them  while  still  an  infant.  Mr.  Randolph  is 
a  member  of  Lodge  No.  47,  B.  of  L.  E.,  and  is  on  the 
local  Grievance  Committee.  While  a  member  of  the 
B.  of  L.  F.  he  was  Secretary  for  some  time,  and  rep- 
resented that  organization  at  the  Firemen's  conven- 
tion  in   San   Francisco  in   1890. 


DANIEL   J.    REAGEN, 

Port  Jervis.    New   York. 

Daniel  J.  Reagen  was  born  in  Lackawaxen.  New 
York,  on  January  30,  1860,  and  is  the  son  of  Daniel 
Reagen,  a  construction  employe  of  the  Erie  at  Port 
Jervis.  He  left  school  at  the  age  of  14  and  worked 
five  years  as  a  slope  watchman  on  the  Erie  track  at 
Parker's  Glen.  He  was  advanced  to  fireman  in  1879. 
and  after  serving  efficiently  in  that  capacity  for  eight 
years  was  rewarded  by  promotion  to  engineer  No- 
vember 25,  1887,  and  is  now  running  between  Port 
Jervis  and  Susquehanna.  Mr.  Reagen  has  an  ex- 
ceptionally clear  record,  having  never  been  suspended 
nor  been  in  any  wrecks  that  called  for  explanation 
from  him.  He  has  made  some  fast  runs  on  special 
occasions  and  his  efiicient  work  in  the  cab  has  won 
him    the    praise   of   his    fellow    workmen,    his   superiors 


454 


ERIE    RAILWAY    EDITION. 


DANIEL  J.   REAGEN. 


JAMES   REDMOND. 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


455 


and  the  press.  Mr.  Reagen  was  married  in  1886  to 
Miss  Laura  Duly,  daughter  of  John  Duly,  an  en- 
gineer. They  have  five  children:  John,  aged  13; 
Daniel,  n;  Marguerite,  8;  Eloy,  6,  and  Paul,  4.  Mrs. 
Reagen  belongs  to  the  Ladies'  Auxiliary  to  the  B.  of 
L.  E.,  and  the  L.  C.  B.  A.  Mr.  Reagen,  who  owns 
some  fine  property  in  Port  Jervis,  is  a  member  of 
Division  54.  B.  of  L.  E. ;  the  C.  M.  B.  A.  and  the 
C.  B.   L. 


ELLWOOD  REGAN, 

Carbondale.    Pennsylvania. 

Elhvood  Regan,  a  highly  popular  resident  of  Car- 
bondale,  and  one  of  the  Erie's  young  engineers,  was 
born  in  Renovo,  Pennsylvania,  July  28,  1868.  The 
family  moved  to  Scranton  in  1874.  and  there  he  be- 
gan his  schooling,  but  in  1881.  they  moved  to  Car- 
bondale.  where  he  conUnued  in  school  three  years 
more.  Mr.  Regan's  father,  Henry  W.  Regan,  was 
a  skilled  machinist  in  the  employ  of  the  Delaw-are  & 
Hudson  Coal  Company,  and  on  his  death  in  1884,  at 
the  age  of  61.  Elhvood  left  school  and  went  to  work- 
to  support  his  mother  and  two  sisters.  His  first 
cmplnyment  was  with  the  D.  &  H.  C.  Co.,  which  he 
served  in  various  capacities  until  December,  1885, 
when  he  was  given  a  position  as  an  engine  wiper  on 
the  Erie.  This  place  he  held  until  ^lay,  1887,  when 
he  was  advanced  to  fireman,  and  after  firing  abotU 
one  year  he  was  again  advanced  to  night  hostler  and 
foreman  of  the  roundhouse  at  Carbondale.  This  place 
he  held  acceptably  for  over  two  years,  when  he  was 
notified  to  familiarize  himself  with  the  road,  in  prep- 
aration for  promotion  10  engineer.  He  returned  to 
firing  for  a  year,  at  the  end  of  which  time  he  passed 
,•1  searching  examination  under  Superintendent  George 
\'an  Kuren  and  Master  Mechanic  Lavery,  and  was 
promoted  to  engineer  June  g,  1892.  when  he  was 
under  21  years  of  age.  a  very  rare  occurrence  in  the 
hard  coal  regions.  Since  that  time  he  has  run  in 
the  freight  service  and  has  acquitted  himself  in  such 
a  manner  as  to  win  the  favor  of  his  superiors  and  the 
esteem  of  his  brother  engineers.  Mr.  Regan  is  affili- 
ated with  Vanbergen  Lodge  No.  62,  B.  of  L.  F.,  and 
George  W.  West  Division  No.  468,  B.  of  L.  E.  In 
1896  he  was  married  in  Jersey  City,  New  Jersey,  to 
Miss  Mary  Cushnie  of  Carbondale.  Pa.,  and  one  child 
has  been  born  to  them,  being  now  2  years  old. 

JERRY    REAGAN. 

Hornellsville,    New   York. 

Jerry    Reagan,    who    is    classed    among   the    best    of 
the    Erie's    engineers    residing    in     Hornellsville,    was 


l)orn  in  Ireland  in  184S.  ^Mr.  Reagan's  father  was 
exiled  from  his  native  land  for  political  reasons,  and 
emigrated  to  .Vmerica  with  his  family,  settling  at 
Elmira.  Mr.  Reagan  left  school  very  young  and  im- 
mediately entered  the  service  of  the  Erie,  working  as 
on  engine  wiper  at  Owego  for  three  years.  He  then 
engaged  in  other  employment  for  a  w-hile,  returning 
to  the  Erie  as  fireman.  After  firing  some  years  he 
was  promoted  to  engineer  and  so  efficient  were  his 
services  in  this  capacity  that  he  has  been  advanced 
from  time  to  time  until  now  he  has  a  run  on  the  im- 
portant passenger  trains  3  and  12.  He  has  been  a 
very  careful  and  conservative  runner,  and  has  never 
had  a  wreck  or  cost  the  company  a  cent  for  repairs. 
Mr.  Reagan  has  been  married  twice;  his  first  wife 
passing  away  in  1877,  he  was  some  years  afterward 
united  in  marriage  to  Miss  Ann  Conway  of  Canada. 
He  has  eight  children.  ■,e\<:ral  of  whom  are  grown  up. 


ELMER   L.    REED, 

Hornellsville,    New    York. 

Plornellsville  has  no  more  worthy  citizen  than  El- 
mer L.  Reed,  one  of  the  Erie's  capable  engineers  who 
makes  this  city  his  home.  Being  a  member  of  the 
Baptist  Church,  he  is  prominent  in  all  matters  that 
tend  to  the  good  and  welfare  of  that  organization, 
and  as  a  loyal  Republican  he  takes  an  active  interest 
in  local  political  afifairs.  His  ancestors  were  among 
the  early  settlers  of  Maine,  where  his  grandfather 
died  at  the  age  of  94.  His  father  is  still  living,  and, 
though  76  years  of  age,  is  actively  engaged  in  his 
trade.  Elmer  L.  was  born  at  Mount  Desert.  Maine. 
July  I.  1862,  and  secured  a  fine  common  school  edu- 
cation by  diligent  study.  On  leaving  school  he  came 
west  and  went  to  work  in  the  Erie  shops  at  Hornells- 
ville, where  he  worked  three  years.  He  then  went 
to  firing  on  the  Susquehanna  Division,  and  after  firing 
three  years  was  promoted  to  engineer  in  January, 
1890.  He  was  assigned  to  the  freight  service,  where 
he  has  since  been  engaged.  In  the  winter  of  1887 
he  had  a  remarkable  escape  from  death  or  severe 
injury  at  Southport.  just  east  of  Elmira.  His  en- 
gineer had  left  a  train  on  the  east-bound  track  and 
gone  over  to  the  west-bound  track  to  back  up  to 
Elmira  for  water.  No.  13,  going  west,  struck  them  at 
the  rate  of  fifty-five  miles  an  hour,  and  though  con- 
siderable of  a  wreck  resulted  no  one  was  killed.  Mr. 
Reed  was  married  December  12,  1882,  to  Miss  Nellie 
A.  Goss,  daughter  of  Allen  Goss,  a  conductor  on  the 
Susquehanna  Division  of  the  Erie  for  many  years. 
They  have  one  child.  Claire  E..  a  bright  lad  of  9  years, 
who  is  attending  school.  Mr.  Reed  is  a  member  of 
Division  47,  B.  of  L.   E. :  Steuben  County  Lodge  No. 


456 


ERIE    RAILWAY    EDITION. 


331,  I.  O.  O.  F.,  and  Evening  Star  Lodge  No.  44.  Division  No.  47,  B.  of  L.  E.,  and  has  held  the  posi- 
F.  &  A.  M.  He  is  a  big  hearted  man,  whose  friendli-  tions  of  First  and  Second  Engineer  at  that  lodge, 
ness  and  manly  cjiialities  win  him  the  respect  of  all  As  an  engineer  he  is  recognized  as  one  of  the  best, 
whom  he  meets.  and  his  personal  characteristics  make  him  popular 
.  with  all  with  wlioni  he  chances  to  associate. 


JAMES  SAMUEL  REEDER, 

Hobokcn,   New  Jersey. 

The  subject  of  this  sketch  was  born  in  LHster 
County,  New  York,  in  1844,  and  received  a  common 
school  education  before  he  started  out  to  make  his 
■way  through  life.  His  father  was  John  M.  Reeder, 
■a.  blacksmith  of  Port  Jervis,  who  also  owned  some 
boats  running  on  the  Delaware  &  Hudson  Canal. 
After  leaving  school,  Mr.  Reeder  worked  on  his 
father's  boats  until  187a,  in  the  spring  of  which  year 
lie  entered  the  employ  of  the  Erie  as  a  fireman.  His 
first  work  was  under  J.  W.  Johnson,  now  traveling 
■engineer,  and  later  he  fired  for  Thomas  Seymour. 
In  1879  Mr.  Reeder  was  regularly  promoted  to  en- 
gineer, although  for  more  than  a  year  he  had  been 
running  as  extra  during  rush  times.  From  1879  to 
1888  he  ran  freight  between  Jersey  City  and  Port 
Jervis,  being  regarded  as  one  of  the  best  men  in  the 
freight  service  at  that  time.  He  was  also  known  as  a 
man  who  would  make  up  time  whenever  the  oppor- 
tunity presented,  and  on  one  occasion  was  given  a 
short  lay-off  for  fast  running.  In  1888  he  was  as- 
signed to  a  switch  engine  from  Bergen  to  Weehaw- 
l;en,  which  run  he  still  holds.  Mr.  Reeder  is  happily 
married  to  Miss  Martha  A.  Carr,  daughter  of  Reuben 
R.  Carr,  a  conductor  of  the  first  class  who  runs  be- 
tween Port  Jervis  and  Jersey  City.  Mrs.  Reeder  is  a 
member  of  the  Methodist  Church,  and  with  her  hus- 
band  is  prominent   in   the   social   affairs   of   their  city. 


GEORGE  C.  REDFIELD, 

Hornellsviile,    New    York. 

A  prominent  and  popular  engineer  is  George  C. 
Redfield,  who  resides  at  the  Delavan  House  in  Hor- 
nellsviile. Mr.  Rcdfield  was  born  April  18,  1852,  in 
the  City  of  Hornellsviile,  and  is  the  son  of  Charles 
C  Redfield,  one  of  the  old-time  engineers  of  the 
Erie.  After  leaving  school  Mr.  Redfield  acted  as 
■clerk  in  the  Hornellsviile  postoffice  for  two  years, 
beginning  his  railroad  career  on  December  i,  i86g. 
He  fired  on  the  Susquehanna  Division  for  a  period 
of  eight  years,  being  promoted  to  engineer  in  1877. 
Since  that  time  he  has  run  continuously  in  the  freight 
service,  now  having  the  preferred  freight  between 
Hornellsviile  and   Susquehanna.     He  is   a   member  of 


JAMES  REDMOND. 

Cleveland,    Ohio. 

James  Redmond  is  a  native  of  Ireland,  having 
been  born  in  the  City  of  Dublin,  December  14,  1848. 
He  received  his  education  in  tliat  city  and  at  tlie  age 
of  14  he  went  to  work  in  tlie  machine  shops  of  the 
Great  Western  Railroad  at  Inchicore,  Ireland,  where 
he  served  a  four  years'  apprenticeship,  and  then  ran 
away  from  home,  going  to  Liverpool,  England,  where 
he  secured  a  position  as  coal  passer  on  a  steamer. 
For  two  years  he  sailed  between  London,  Liverpool, 
Dublin  and  other  ports,  coming  to  New  York  in 
1867,  and  for  a  year  served  on  the  Pacific  Mail 
steamers.  In  1868  he  went  to  Brewster,  New  York, 
where  he  was  employed  for  a  year  as  a  stationary 
engineer,  and  on  leaving  that  place  he  went  to  Cleve- 
land, wdiere  he  soon  entered  the  employ  of  the  Erie 
as  a  fireman.  His  knowledge  of  engines  and  ma- 
chinery, coupled  with  his  conscientious  work,  won 
him  promotion  after  three  years'  firing,  and  in  May, 
1872,  he  was  given  a  switch  engine  in  the  Cleveland 
yards.  Eleven  years  later  he  was  advanced  to  en- 
.gine  Dispatcher  at  Cleveland,  in  which  capacity  he 
served  four  years,  being  then  advanced  to  the  freight 
service  between  Cleveland  &  Youngstown,  which 
run  he  still  holds.  He  is  a  thoroughly  competent  en- 
gineer, and  as  such  his  services  are  highly  appreciated 
by  the  officials  of  the  Mahoning  Division.  He  was 
married  May  i,  1874,  to  Miss  Anna  Hennessey  of 
Cleveland,  and  they  have  two  charming  daughters: 
Kathryn,  aged  23,  and  Ji'lia,  aged  21,  both  of  whom 
reside  with  their  parents  in  their  pleasant  home  at 
1034  Scoville  avenue.  yir.  Redmond  has  been  a 
member  of  Devereaux  Lodge  No.  167,  B.  of  L.  E.,' 
for  twenty-five  years.  He  is  a  property  owner  of 
Cleveland  and  a  widely  respected  citizen. 


ALBERT  LESLIE  REEVES, 

Chicago.    Illinois. 

Albert  Leslie  Reeves  was  born  in  ?ilanhattan.  Illi- 
nois, on  August  27,  1873,  being  the  son  of  Edwin 
Reeves,  who  was  an  engineer  on  the  Erie  and  resid- 
ed in  Chicago  for  the  fifteen  years  preceding  his 
death.      On    leaving    school,    Mr.    Reeves    accepted    a 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


457 


ELMER    L.    REED. 


JAMES  S.   REEDER. 


458 


ERIE    RAILWAY    EDITION. 


ALBERT  L.  REEVES, 


ELLWOOD  REGAN. 


AMERICAN    LOCO.MOTI\'E    ENGINEERS. 


459- 


position  with  Liliby.  McNeil  &  Libby.  where  for  five 
years  he  served  in  the  capacity  of  assistant  shipping 
clerk.  On  January  5,  iSgo,  he  became  an  employe  of 
the  Erie,  and  for  three  years  fired  on  the  road  and  in 
the  Chicago  yards.  So  rapidly  did  he  advance  in 
etliciency  that  on  January  5,  1893,  he  was  promoted 
to  engineer,  and  since  that  date  has  run  a  switch  en- 
gine in  the  Chicago  yards.  In  September,  1896.  ^Ir. 
Reeves  was  married  to  Miss  Viola  Andrus,  the  charm- 
ing and  accomplished  daughter  of  Dr.  Guy  Andrus  of 
Chicago,  and  they  have  one  child,  Florence  Andrus 
Reeves.  Mr.  Reeves  is  a  prominent  member  of  Garden 
City, Lodge  No.  50,  B.  of  L.  E.,  having  been  for  the 
past  two  years  collector  of  that  order.  He  also  belongs 
to  Mystic  Star  Lodge  No.  758.  F.  &  A.  j\I.,  and  Delta 
Chapter  No.  igi.  ]\Ir.  Reeves  owns  a  pleasant  cot- 
tage residence  at  5211  Princeton  avenue,  and  with 
liis  estimable  wife  takes  a  prominent  place  in  the  so- 
cial   life   of  that    vicinity. 


.FRANK    REILLV, 

Huntington.    Indiana. 

Frank  Reiily's  father.  James  Reilly,  was  a  railroad 
man  before  him,  having  been  General  Road  Master 
of  the  Jersey  Central  Railroad  for  eighteen  years. 
With  s"eli  an  example  of  what  merit  will  do  for  a 
man.  it  is  easy  to  see  why  the  young  man.  who  was 
born  in  Hazelton.  Pennsylvania,  March  8,  1851, 
should  turn  his  attention  to  railroading  as  soon  as 
he  left  school,  which  he  did  at  a  very  tender  age. 
His  first  position  was  that  of  water  boy  on  the  Cen- 
tral Railroad  of  New  Jersey,  where  he  remained 
eight  months,  quitting  there  to  go  to  New  York  City, 
where  he  secured  a  position  with  the  old  Morris  & 
Esse.x  Railroad,  now  known  as  the  Delaware,  Lacka- 
wanna &  Western,  as  hostler,  and  subsequently  fire- 
man on  switch  engine.  Later  on  he  was  advanced  to 
road  service  as  fireman,  but  remained  only  a  year, 
resigning  to  accept  a  similar  position  on  the  Erie, 
running  between  Jersey  City  and  Port  Jervis.  He 
had  this  run  close  on  to  six  years,  when,  in  the  spring 
of  1881,  he  was  promoted  to  engineer.  He  ran  an 
engine  in  the  freight  service  for  about  two  years  on 
the  Eastern  Division,  and  then,  through  Master  Me- 
chanic Hill,  was  transferred  to  the  Western  Division 
and  assigned  to  construction  train,  which  was  bal- 
lasting up  track  between  P.ippus  and  Huntington.  He 
was  soon  given  an  engine  in  the  freight  service  and 
ran  between  Huntington  and  Marion  a  few  trips  only, 
when  he  was  offered  a  position  as  switch  engineer  at 
Huntington  and  accepted  it.  his  engine  being  No.  i. 
Mr.  Reiily's  career  as  a  railroad  man  and  engineer 
commands  the  highest  respect,  and  he  is  held  in  high 


esteem  by  his  fellows  and  superiors  alike.  He  was 
married  to  Miss  Mary  Bowers,  June  27,  1889.  Mrs. 
Reilly  is  a  daughter  of  Jose  Bowers,  a  carpenter  and 
contractor  of  Huntington,  Indiana.  They  have  no 
children,  but  are  very  socially  inclined  and  entertain 
nicely  at  their  pleasant  home  at  the  corner  of  First 
and  Webster  streets.  Mr.  Reilly  is  a  member  of  B. 
of  L.  E.,  Division  221,  and  was  Second  Engineer  of 
this  division  for  five  years.  He  is  a  property  owner 
and  a  valued  citizen  of  Huntington. 


MICHAEL  A.  RICKSECKER, 

Galion,   Ohio. 

There  is  not  in  the  employ  of  the  great  Erie  Rail- 
road .system  a  more  capable  and  efficient  engineer 
than  jMichael  A.  Ricksecker,  who  was  born  in  Rich- 
land County,  Ohio,  near  the  city  of  Mansfield,  on 
October  19,  1839.  He  was  the  son  of  Greenbury 
Ricksecker,  a  carpenter,  and  after  leaving  school  at 
the  age  of  16  he  spent  the  ensuing  five  years  of  his  life 
working  at  the  carpenter  trade,  the  intricacies  of 
which  he  had  masterv=d  during  his  school  vacations.  In 
AiM-il.  1861,  he  answered  the  first  call  of  the  nation 
for  volunteers  to  put  down  the  southern  rebellion. 
The  term  of  enlistment  was  three  months,  and  after 
meritorious  service  for  that  length  of  time  with  the 
15th  Ohio  Volunteer  Infantry  he  was  mustered  out 
and  returned  home.  The  rebellion  had  proved  to  be 
of  a  more  serious  nature  than  the  government  had  at 
first  thought,  and  when  another  call  was  made  for 
volunteers  Mr.  Ricksecker  again  responded,  this  time 
enlisting  in  the  ist  Ohio  Independent  Light  Artillery. 
The  next  three  years  of  his  life  were  spent  valiantly 
battling  for  the  preservation  of  the  Union.  He  was 
with  General  Cox  in  West  \'irginia,  and  under  Gen- 
er.-il  Burnside  in  the  Army  of  the  Potomac  partici- 
pated with  credit  in  the  battles  of  Frederick  City, 
South  Mountain  and  Antietam.  He  was  wounded 
in  the  fierce  fight  at  South  Mountain,  but  served  out 
the  time  of  his  enlistment,  and  on  December  13,  1864. 
he  was  mustered  out  at  Cincinnati.  He  still  retains 
both  his  discharge  papers  and  values  them  as  relics 
of  those  days  of  peril.  In  March,  1865.  he  began  his 
railroad  career  as  brakeman  for  the  Atlantic  &  Great 
Western,  but  in  July  of  that  same  year  he  changed 
tliat  employment  to  firing  for  the  same  company. 
He  fired  eighteen  months  on  freight,  eight  months  on 
construction  train,  and  six  months  on  passenger; 
then,  in  1868,  he  was  promoted  to  engineer.  For 
eleven  years  he  pulled  freight  trains,  when  the  com- 
pany further  recognized  his  ability  and  attention  to 
business  by  giving  him  a  passenger  run.  The  past 
twenty  years   he   has   spent   in   the  passenger   service. 


460 


ERIE    RAILWAY    EDITION. 


I^^^H 

1 

^^^^^^^^Ir^ 

Ik- 

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^H 

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^m^^M 

H 

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^^s 

H 

ni 

1 

1 

FRANK  REILLY. 


EDWARD   E.    RICHARDSON. 


AMICRICAN    LOCOMOXn'E    EXGIXEERS. 


461 


and  mimcrcuis  letters  of  congratulation  from  the 
Superintendent  attest  the  appreciation  in  wliieh  he 
is  held.  He  ran  engine  4(;9,  from  Galion  to  Kent, 
Ohio,  on  her  return  from  the  World's  Fair.  For  the 
past  two  years  he  has  had  charge  of  trains  i  aiul  i6 
on  the  Cincinnati  Division.  He  was  married  in  June, 
iS6g.  Having  no  children  of  their  own,  Mr.  and 
Mrs.  Rickscckcr  adopted  a  girl  of  ii  years  in  iSg5. 
She  is  a  bright  little  lady  of  good  family  and  is  at- 
tending school  at  Galion.  Mr.  Ricksecker  is  a  mem- 
ber of  Fi(Jclity  Lodge  327,  Galion,  F.  &  A.  M.;  Dick 
Morris  Post,  G.  A.  R.;  E.  of  L.  E.,  No.  16,  and  was 
a  delegate  to  the  B.  of  L.  E.  convention  at  Atlanta, 
Georgia,  in  1893.  He  is  regarded  as  a  good,  sub- 
stantial citizen  and  has  the  respect  of  all. 


HENRY    RIPLEY, 
Cleveland,   (  )liio. 

Hen?\  Ripley  was  born  in  Cleveland,  Ohio,  Janu- 
ary 20,  1856,  but  when  he  was  5  years  of  age  the 
family  moved  to  Warren,  Ohio,  and  it  was  in  this 
place  that  Mr.  Ripley  attended  school  until  he  was 
15  years  of  age.  On  leaving  school  he  accepted  a 
position  in  a  general  store,  where  he  remained  foiu' 
years,  when,  the  firm  failing,  he  went  to  work  for  his 
father  in  a  model  and  pattern  shop,  where  he  re- 
mained for  three  years.  In  1877  he  secured  a  position 
as  brakeman  on  the  Erie,  and  after  braking  two  years 
was  advanced  to  fireinan.  He  fired  freight  two  years 
and  passenger  six  months,  when  his  excellent  work 
won  him  promotion  to  engineer,  in  September,  1881, 
For  a  year  and  a  half  he  ran  a  yard  engine  at  Cleve- 
land, and  then  was  sent  out  on  a  construction  train  for 
six  months.  He  has  pulled  through  freight  ever  since. 
On  one  occasion,  while  doing  switch  work  at  New- 
burgh,  a  freight  train  which  was  coming  down  the 
hill  at  a  speed  that  could  not  be  checked,  smashed 
into  Mr.  Ripley's  train  ;iiid  piled  a  number  of  cars 
into  the  ditch.  He  ran  up  to  the  Cleveland  &  Pitts- 
burg crossing  and  there  encountered  three  more  cars 
of  the  wrecked  train,  and  the  resul't  was  that  there 
was  another  small  wreck.  No  one  was  hurt.  When 
coming  out  of  ^'oungstown  lui  another  occasion  he 
was  run  into  by  a  train  coming  from  the  opposite  di- 
rection. The  other  train  was  backing,  and  before 
both  trains  stopped  several  cars  had  mounted  ^Ir. 
Ripley's  engine  and  plowed  back  over  the  tender.  He 
and  his  fireman  jumped,  thereby  saving  themselves. 
Coming  into  Mahoning  at  another  time  he  ran  into 
the  rear  end  of  a  train  that  had  broken  in  two  and 
was  standing  on  the  main  track  with  no  signals  out. 
The    way    car    and     several     other      cars    were     badly 


smashed  and  the  engine  consiilerably  d.nnaged.  Mr. 
Ripley,  in  jumping,  got  tangled  up  in  a  barb  wire 
fence,  but  aside  from  a  few  scratches  was  not  hurt. 
In  all  of  these  accidents  the  fault  was  clearly  none  of 
^Ir.  Ripley's,  and  he  consequently  has  never  received 
any  censure  from  the  officials.  In  fact,  he  is  held  in 
h.igh  esteem  by  his  superiors  and  is  well  liked  by  his 
fellow  employes.  He  is  a  member  of  the  B.  of  L.  E., 
Division  167,  and  is  a  respected  citizen  of  Cleveland, 
where   he   owns   several    nice   pieces   of  properly. 


EDWARD   E.   ROBERTS, 

Galion,   Ohio. 

Edward  E.  Roberts  was  born  in  Mansfield.  Ohio, 
on  February  27,  1862.  Plis  father  was  John  Roberts, 
an  engineer  on  the  Erie,  so  it  is  but  natural  that  the 
son  should  be  one  of  the  risini;  engineers  of  the  same 
road.  He  attended  school  until  he  was  15  years  of 
age,  anil  then  for  three  years  worked  at  the  machin- 
ist's trade  in  Urbana  and  Dayton.  In  the  winter  of 
1879  he  worked  in  the  Atlantic  &  Great  Western 
freight  house  at  Urbana,  and  in  the  fall  of  1880  began 
firing  in  the  employ  of  the  same  company.  After 
firing  i\yv  years  and  a  half  he  was  promoted  to  en- 
gineer, and  for  the  past  thirteen  years  has  been  en- 
gaged in  the  freight  service,  with  occasional  passen- 
ger duty.  Lie  has  never  received  any  injury,  al- 
thoxtgh  he  was  in  a  head-end  collision  in  January, 
1888.  near  Kent.  Both  engines  were  demolished  and 
he  regards  his  escape  as  simply  miraculous.  He  is  a 
careful,  conservative  engineer,  and  is  well  liked  by 
his  superiors  and  fellow  employes.  Mr.  Roberts  is  a 
member  of  B.  of  L.  E.,  Division  No.  16.  On  Janu- 
ary 26.  1896,  he  was  married  to  Miss  A.  Warner, 
daughter  of  Frank  Warner,  a  machinist  of  Spring- 
field, Ohio.  The  young  couple  have  a  large  circle 
of  friends  and  are  esteemed  by  all. 


WILLIA.M  H.  ROBINSON, 

Jersey  City,  New  Jersey. 

James  Robinson  was  .1  sea  captain  on  vessels  ply- 
ing the  .'\tlantic,  between  New  York  City  and  Liver- 
pool, and  the  wonder  is  that  his  son,  W'illi.'im  H. 
Robinson,  the  subject  of  this  sketch,  did  not  inherit 
his  father's  love  for  the  sea.  That  he  cliil  not,  how- 
ever, is  the  Erie's  gain,  for  Mr.  Robinson  is  counted 
one  of  the  most  reliable  and  competent  men  in  the 
service  of  the  road.  He  was  born  in  Boadington, 
New  Jersey,  .August  12,  1856,  and  after  receiving  a 
common    school    education   entered    the    milk    business 


462 


ERIE    RAILWAY    EDITION. 


Hl-JXitV    Itll'l.EY 


CHARLES    ROMAINE. 


AMERICAN    LOCOMOTI\"E    EXGIXEERS. 


463 


in  Brooklyn,  New  York,  in  wliicli  he  continued  until 
1874,  wlien.  attracted  by  the  advantages  of  a  raih'oad 
life,  he  entered  the  employ  of  the  Erie,  beginning  as 
a  fireman  in  December  of  that  year.  For  two  years 
he  fired  freight  on  the  New  York  Division,  and  then, 
being  one  of  the  best  fireman  on  the  division,  was 
advanced  to  passenger  trains  i  and  8,  on  which  he 
ran  until  July,  1884.  He  was  then  regularly  promoted 
to  engineer  and  given  a  freight  run  on  the  same  di- 
vision. Soon  after,  however,  he  was  transferred  to  a 
switch  engine  in  the  Jersey  City  yards,  where  he 
continues  to  run.  In  i8gi  Mr.  Robinson  was  united 
in  marriage  to  Miss  Fannie  \'iola  Hughes,  daughter 
of  David  Hughes,  a  boss  roller  in  the  Jersey  City 
Rolling  Mills.  IMr.  Robinson  is  a  member  of  Lodge 
14.3.  Royal  Arcanum,  of  Port  Jervis.  and  with  his 
charming  and  accomplished  wife  is  quite  prominent 
in  Port  Jervis  social  circles. 


JAMES   ROGERS. 
Cleveland,   Ohio. 

The  successful  career  of  James  Rogers  singles  him 
out  as  a  man  to  be  envied  by  the  general  run  of  en- 
gineers. Born  in  Cleveland,  June  10,  i86r.  he  at- 
tended school  until  he  was  18  years  of  age,  when, 
with  a  good  education  added  to  his  natural  ability, 
he  started  out  to  find  employment  suited  to  his  taste 
and  inclination.  He  tried  several  avocations,  and 
in  February.  1883,  secured  a  position  as  fireman  on 
the  Erie.  It  was  a  happy  stroke  of  fortune,  for  he 
was  just  suited  to  the  work,  and  after  five  years,  two 
on  freight  and  three  on  passenger,  he  was  promoted 
to  engineer  in  1888  and  assigned  to  work  in  the 
Cleveland  yards,  where  lie  has  run  ever  since.  He  is 
a  careful,  conscientious  i\orkman,  and,  as  his  record 
is  not  marred  with  any  accidents,  his  standing  with 
the  officials  of  the  company  is  consequently  very  high. 
Mr.  Rogers  was  married  to  Miss  Jennie  Banks  on 
September  18.  1889.  and  with  their  family  of  three 
children  live  in  Mr.  Rogers'  own  pleasant  residence 
at  14  Welleslcy  place.  Their  oldest  child,  James, 
aged  8,  is  attending  school;  Elton,  aged  5.  and  Olive, 
,?.  are  the  special  care  of  their  mother,  who  takes 
great  pride  in  her  children  and  home.  Mr.  Rogers  is  a 
member  of  Devereaux  Lodge  No.  167.  B.  of  L.  E., 
and   one   of  the  citv's  estimable  citizens. 


OLIVER  ROGERS. 

Cleveland,   Ohio. 

Oliver   Rogers  was  born   in   Toronto.   Canada.   Jan- 
uary   4.    1858,    and    came    to    the    L'nite<l    Stales    with 


his  parents  in  1S66.  They  settled  in  Cleveland,  Ohio, 
where  Oliver  attended  school  until  he  was  15.  when 
he  entered  a  tinshop  and  learned  the  tinner's  trade. 
After  serving  his  apprenticeship  he  worked  as  a 
journeyman  two  years,  when  he  abandoned  that  busi- 
ness and  entered  the  employ  of  a  street  car  company, 
with  which  he  remained  two  years.  On  April  29. 
1880.  he  began  work  as  a  fireman  for  the  Erie,  and 
after  firing  freight  four  years  and  passenger  one  year 
was  promoted  to  engineer.  This  occurred  in  October, 
1885,  and  for  the  first  two  years  he  r.m  a  switch  en- 
gine in  the  Cleveland  yards,  then  being  advanced  to 
road  work  in  the  freight  service,  since  which  time  he 
has  run  continuously  on  through  freight.  He  has 
been  fortunate  in  having  no  accidents,  and  as  he  is  a 
highly  competent  engineer  he  conseciuently  stands 
well  in  the  estimation  of  the  company's  ofiicials.  while 
he  is  a  general  favorite  among  his  fellow  employes 
and  crews  of  the  trains  he  pulls.  He  is  a  member  of 
Devereaux  Lodge  No.  167,  B.  of  L.  E.;  Criterion 
Lodge  No.  68,  K.  of  P.,  and  Bigelow  Lodge  No.  243, 
F.  it  A.  M.  He  owns  a  fine  residence  on  Wellesley 
place  and  is  a  highly  respected  resident  of  Cleve- 
land. On  November  29.  1882,  he  was  married 
to  ^liss  Ellen  Brothers  of  Cleveland,  and  they  have 
an  interesting  family  of  four  bright  boys,  three  of 
v.hom  are  attending  school,  the  fourth  being  too 
young".  

WILLIAM    ROGERS, 

Hornellsvilie.   New   York. 

Few  men  who  are  run  o\cr  by  the  cars  escape 
without  serious  injury,  even  if  they  manage  to  save 
their  lives,  but  Williatn  Rogers  came  out  of  such  an 
accident  with  only  three  ribs  broken.  He  was  born 
in  Cattaraugus  County.  New  York,  on  October  i, 
1857,  and  entered  the  Erie  service  in  1876  as  a  shop 
hand  at  Salainanca.  He  began  firing  in  1878,  and  on 
August  6,  1882,  was  promoted  to  engineer.  He  ran  a 
pusher  for  ten  years,  worked  on  the  Pittsburg  &  Erie 
four  years,  and  now  has  a  run  on  way  freights  95 
and  96.  Mr.  Rogers  was  married  on  April  11,  1890, 
to  Miss  Louisa  Elfert,  and  to  them  four  children  have 
been  born,  three  of  whom,  Thomas  L.,  Catherine  and 
IMagdaline,  survive.  Mr.  Rogers  was  an  Alderman 
in  Willsville  for  two  years.  He  belongs  to  Lodge 
No.  47,  B.  of  L.  E.,  and  is  a  Mason  of  high  degree, 
belonging  to   the   Blue   Lodge,    Chapter  and   Council. 

JOHN   RONGE, 
Jersey  City.  New  Jersey. 

.Although  the  idea  of  the  general  public,  when  its 
attention    is    called    to    the    locomotive    engineer,    pic- 


464 


ERIE    RAILWAY    EDITION. 


tures  him  as  always  sitting  on  the  right-hand  side  of 
an  engine  which  is  running  at  sixty  miles  an  hour, 
yet  there  are  positions  in  which  the  same  quality  of 
fidelity  and  constant  watchfulness  is  required,  though 
the  public  at  large  knows  nothing  of  the  duties  and 
responsibilities  attached  to  them.  And  one  of  the 
men  who  for  years  has  quietly  fulfilled  the  duties 
which  came  to  him,  faithfully  and  carefully  and  in- 
telligently, is  John  Ronge,  the  subject  of  our  sketch. 
Born  in  the  State  of  Wittenberg,  in  Germany,  on  Sep- 
tember 22.  1S36,  he  passed  his  boyhood  there  at 
school  and  on  the  farm,  remaining  until  i860,  when 
he  c.-nne  to  the  United  Slates.  His  first  employment 
after  reaching  this  country  was  at  Bristol,  Rhode 
Island,  at  first  in  a  sugar  house,  and  then  for  three 
years  .  as  wiper  and  night  watchman  of  engines. 
Toward  the  close  of  the  war  he  went  into  service  on 
the  steamship  between  New  York  and  Aspinwall. 
after  which  he  made  a  voyage  from  New  York  to 
New  Orleans,  his  vessel  proceeding  up  the  river  as 
far  as  Baton  Rouge.  Coming  back  to  New  York, 
he  went  to  work  for  the  Erie  Railroad,  this  being  in 
Fisk's  time,  as  fireman  in  the  yard.  During  his  serv- 
ice as  fireman  he  fired  for  Dan  Kenyon  and  for  Isaac 
Cole.  Since  coming  to  the  Erie  in  1867  he  has  been 
continuously  in  its  service  with  the  exception  of  about 
a  year,  during  which  period  he  was  with  the  Penn- 
sylvania. He  has  now  been  for  many  years  in  charge 
of  a  yard  engine  in  Jersey  City,  never  having  desired 
to  go  out  on  the  road,  Mr.  Ronge  is  a  man  of  quiet 
— one  might  almost  say  retiring — disposition.  He  is 
always  on  hand  for  his  work,  night  or  day,  but  when 
away  from  it  prefers  to  pass  his  time  quietly,  in  read- 
ing— he  is  a  great  reader — or  in  the  society  of  a  few- 
friends.  He  belongs  to  no  societies  and  does  not 
interest  himself  in  politics.  During  all  the  years  of 
his  service  he  has  not  had  an  accident,  either  to  him- 
self or  to  any  one  working  with  him.  and  his  record 
shows  that  no  more  conscientious  man  is  employed 
by  the  company  today.  As  he  is  in  vigorous  health 
and  has  no  habit  which  tends  to  detract  from  his 
usefulness,  he  will  long  serve  the  Erie,  without  doubt, 
and  that  he  will  serve  it  faithfully,  as  in  the  past,  goes 
w'itho;n   saying. 


JOSEPHUS    B.    RONK, 
Port  Jervis,  New  York. 

Born  at  Newburgh.  New  York,  on  August  18, 
1846,  Mr.  Ronk  attended  school  at  that  village  up  to 
about  the  age  of  12,  and  passed  the  intervening  years 
up  to  the  time  he  was  15  on  the  home  farm.  In  the 
latter    year — the    first    year    of    the    civil    war — he    en- 


listed (thongli  three  years  under  the  age  limit)  in 
Company  A,  1st  New  York  Engineers,  and  served 
with  them  his  full  term  of  enlistment,  being  honorably 
discharged  in  October.  1864.  His  regiment  was  as- 
signed to  the  Department  of  the  South,  forming  part 
of  the  loth  Corps.  .3d  Division  and  5th  Brigade.  They 
w-ent  first  to  Fortress  Monroe  for  about  six  w'eeks, 
and  then  were  sent  with  the  Hilton  Head  expedition 
inider  Admiral  Dahlgren.  During  their  three  years 
they  saw  service  at  Port  Royal.  Fort  Pulaski.  James 
Island.  Pocotaligo,  the  south  end  of  Morris  Island, 
and  at  the  siege  of  Forts  Sumter,  Wagner  and  Gregg. 
Returning  from  the  war  as  a  veteran,  Mr.  Ronk  was 
first  employed  in  a  rolling  mill,  and  after  four  or  five 
months  at  this  occupation  he  came  to  the  Erie  as  a 
brakeman,  passing  from  this  to  liaggageman  and 
then  to  firing,  his  first  work  in  this  line  being  for  his 
hrother,  Stephen,  an  old-time  engineer  of  the  Erie. 
Following  this,  he  became  fireman  for  Hank  Car- 
lough,  and  while  with  him  was  promoted  to  engineer, 
this  occurring  August  20,  1869.  For  about  a  year  he 
ran  all  kinds  of  trains,  and  at  the  expiration  of  that 
time  was  given  a  regular  engine,  and  began  running 
freight,  and  so  continued  up  to  1876,  between  which 
time  and  1879  he  was  extra  passenger  man.  From 
1879  to  1882  he  had  runs  43  and  ,?6,  between  Port 
Jervis  and  Jersey  City,  and  on  June  15.  1887,  was 
given  runs  5  and  10,  passenger,  between  the  same 
points,  which  runs  he  still  retains,  his  engine  at  the 
present  time  being  the  372.  a  Baldwin  compound, 
with  "Mother  Hubbard"  boiler.  Mr.  Ronk  is  a  char- 
ter member  of  Hudson  Division  No.  135.  of  the 
Brotherhood  of  Locomotive  Engineers,  and  is  also 
a  Freem.ason,  being  a  member  of  Lodge  No.  328  of 
Port  Jervis.  He  is  also  a  member  of  Orange  Chap- 
ter, Order  of  the  Eastern  Star,  in  which  he  has  passed 
through  all  the  chairs.  He  is  also  a  member  of  the 
Grand  Army  of  the  Republic,  belonging  to  Carl  Post 
No.  278  of  Port  Jervis,  in  which  post  he  has  held  all 
the  offices  save  that  of  Commander.  None  of  his 
lodge  memberships  have  ever  been  allowed  by  ^Ir. 
Ronk  to  interfere  with  his  duty;  nothing  has  ever 
been  allowed  to  do  this,  it  is  only  fair  to  add.  Mr. 
Ronk  was  married  at  Sufifern,  New  York,  on  Sep- 
tember 25,  1867,  to  Miss  Priscilla  A.  Bush,  and  the 
couple  are  now  living  at  105  Ball  street,  in  Port  Jer- 
vis. in  their  own  thoroughly  comfortable  home.  They 
have  three  sons,  one  of  whom  is  employed  in  the  silk 
mill  at  Port  Jervis,  another  at  the  Gail  Borden  Milk 
Condensery  in  New  York,  the  third  being  still  at 
school  at  Port  Jervis.  The  only  serious  accident 
which  has  fallen  to  Mr.  Ronk's  lot  was  caused  by  a 
train  breaking  in  tw'o  on  the  mountain  east  of  Port 
Jervis.   resulting  in   the  burning  of  thirteen   cars,   but 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


465 


JOHN  RONGE. 


DAVID    F.    ROW. 


466 


ERIE    RAILWAY    EDITION. 


fortunately  not  entailing  any  loss  of  life.  He  is  today 
a  fine  specimen  of  stalwart  and  robust  manhood,  de- 
spite his  many  years  of  unremitting  attention  to  duty, 
and  it  is  due  in  no  small  degree  to  the  fact  that  he 
has  lived  a  temperate  And  thoroughly  well  balanced 
life.  Whatever  the  cause,  the  fact  remains,  and  should 
Fate  prove  as  kind  to  him  in  the  future  as  in  the  past, 
he  has  many  good  years  before  him  in  which  to  enjoy 
the  esteem  of  his  many  friends. 


New  Jersey,  and  is  also  a  member  of  Division  54. 
Brotherhood  of  Locomotive  Engineers,  of  Port  Jervis, 
New   York. 


CHARLES   ROMAINE, 
Newburgh,  New  York. 

All  of  Mr.  Romaine's  business  life  has  been  spent 
in  railroading  upon  the  Erie.  He  was  born  at  Port 
Jervis.  New  York,  September  27,  1848,  and  leaving 
school  at  the  age  of  16  he  at  once  began  as  a  brake- 
man,  at  which  he  continued  for  four  j'ears,  then,  after 
firing  for  nine  years  and  ten  months,  he  was  promoted 
to  engineer,  on  September  i,  1878.  On  December  21, 
1876,  he  was  married  to  Miss  Frances  Myers,  and  they 
have  one  son,  now  18  years  of  age,  and  at  present 
conductor  of  a  trolley  car  at  Port  Jervis.  Mr.  Ro- 
maine  ran  freight  and  extra  passenger  for  five  years 
and  was  then  given  a  regular  passenger  run,  and  is  now 
in  charge  of  the  Tuxedo  Express,  between  Jersey 
City  and  Newburgh,  and  his  engine  is  the  370,  the 
first  compound  engine  placed  in  service  on  the  road, 
and  the  cleanest  engine  on  the  New  York  Division, 
kept  so  by  himeslf  and  his  fireman,  and  a  better 
steamer  cannot  be  fouml,  all  on  account  of  the  work 
and  care  expended  upon  her  by  them.  .\  more  pleas- 
ant, affable  man  is  not  to  be  found  among  the  en- 
gineers of  the  Erie.  Among  his  fellow  workers  he  is 
as  well  known  as  Charlie  "Fly"  as  by  his  real  name, 
the  designation  being  given  him  from  the  fact  that 
his  train  is  one  of  the  fastest  regular  runs  on  the 
road,  his  schedule  time  having  for  years  called  for 
fifty-five  miles  an  hour,  and  more  than  once,  so  his 
Tuxedo  passengers  say,  he  has  made  thirty-five  miles 
in  thirty-one  minutes.  Year  after  year  he  carries  the 
same  people  as  passengers,  and  the  valuable  presents 
which  he  receives  from  them  are  kindly  marks  of  the 
appreciation  and  esteem  in  which  he  is  held.  He  has 
never  in  his  life  taken  a  drink  of  intoxicating  liquor, 
and  his  passengers  well  know  that  their  peace  of  mind 
need  not  be  disturbed  by  any  fear  that  his  judgment 
or  skill  will  be  marred  by  any  lapse  on  his  part  from 
the  path  of  rectitude.  Having  always  adhered  to  this 
course  of  life,  he  is  yet  a  young  man,  as  is  well  at- 
tested by  his  picture.  Mr.  Romaine  is  an  Odd  Fel- 
low, being  a  member  of  Ustagantha  Lodge  No.  143 
of  Port  Jervis,  New  York;  is  a  member  of  the  Broth- 
erhood of  Locomotive  Firemen,  No.  3,  of  Jersey  City, 


DAMD  FREDERICK  ROW, 

Gabon,  Ohio. 

David  Frederick  Row  began  his  life  auspiciously, 
having  been  born  on  January  1,  1862,  in  Crawford 
County.  Ohio.  His  father  was  Daniel  Row,  a  black- 
smith in  the  employ  of  the  Atlantic  &  Great  Western 
at  Gallon.  Jlr.  Row  attended  Gallon's  excellent 
school  until  he  was  18  years  of  age,  acquiring  a 
splendid  common  school  education.  Before  entering 
into  active  railroad  work  he  was  yard  clerk  for  the 
Cleveland,  Columbus,  Cincinnati  &  Indianapolis  Rail- 
road, at  Gabon,  six  months,  and  for  two  years  more 
worked  for  the  United  States  Express  Company  in  the 
same  city.  In  March  of  1883  he  secured  a  position 
as  fireman  with  the  New  York,  Pennsylvania  &  Ohio, 
and  after  about  three  years'  firing  freight  and  about 
the  same  length  of  time  in  the  passenger  service  was 
promoted  to  engineer.  For  the  past  eleven  years  he 
has  been  running  on  through  freight,  with  occasional 
extra  passenger  work.  In  Mr.  Row  the  company 
recognizes  an  efficient,  careful  engineer,  and  many 
times  have  expressed  their  appreciation  of  his  ability. 
He  has  never  met  with  an  accident  of  any  kind  dur- 
ing all  his  railroad  experience.  Mr.  Row  is  re- 
garded highly  by  his  fellow  engineers,  and  in  Gallon, 
where  he  owns  one  of  the  finest  pieces  of  property  in 
the  city,  he  is  a  respected  citizen.  On  February  3, 
1888,  he  was  married  to  Miss  Kittle  Kimball,  daugh- 
ter of  John  Kimball,  a  railroad  engineer  of  Bellefon- 
taine.  Ohio.  They  have  two  children,  of  whom  Har- 
old D.,  aged  10,  and  a  bright  little  lad,  is  attending 
school,  as  is  his  sister,  Isabel,  aged  8.  Mr.  Row  is 
a  inember  of  B.  of  L.  E.,  Division  16,  and  was  a  mem- 
ber of  the  State  Legislative  Board  of  the  division. 
He  is  also  a  member  of  the  Tribe  of  Ben  Hur,  Craw- 
ford Court   No.  23- 


WILLIAM    RUCKLE, 

(Deceased.) 

Johnsonburg,    Pennsylvania. 

The  seventeen  years  William  Ruckle  ran  an  engine 
on  the  Erie  demonstrated  him  to  be  an  engineer  of 
merit  and  a  man  of  high  character.  His  many  friends, 
both  among  railroad  men  and  in  every  day  life,  were 
the  result  of  his  genial  disposition  and  manly  qualities. 
He  was  born  in  1849.  '"  Burns,  Allegheny  County. 
New    York,    and   attended   school    in   his   native    place 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


467 


until  he  had  acquired  a  good  education.  He  then  be- 
came a  farmer,  an  occupation  he  followed  until  Sep- 
tember, 1876,  when  he  began  his  railroad  career  as  a 
fireman  on  the  Erie.  After  five  years'  efficient  service 
lie  was  promoted  to  engineer,  and  assigned  to  the 
freight  department,  in  which  he  ran  an  engine  until 
the  time  of  his  death,  which  occurred  July  20,  1898, 
from  heart  trouble.  He  was  a  steady,  conscientious 
workman,  and  in  consequence  had  a  high  standing 
with  his  superiors.  Mr.  Ruckle  was  a  member  of 
Johnsonburg  Lodge,  I.  O.  O.  P..  and  Division  280. 
B.  of  L.  E. 


F.  A.  RUDE, 

Hornellsvillc,  New  York. 

F.  A.  Rude  was  born  September  17,  1858,  in  Wyom- 
ing County,  New  York,  and  secured  a  little  better  than 
the  average  common  school  education  by  diligent  ap- 
plication to  his  studies  until  he  was  18  years  of  age. 
For  the  next  few  years  he  engaged  in  farming  on  his 
father's  land,  but  not  liking  the  business  he  secured  a 
position  as  fireman  on  the  Erie  in  1884.  and  ran  out  of 
Bradford  until  1888,  when  he  was  transferred  to  the 
Susquehanna  Division,  where  he  fired  until  November. 
i8gi,  when  he  was  promoted  to  engineer  and  assigned 
to  the  freight  service.  I^lr.  Rude  is  a  painstaking 
employe  whose  efficient  work  enlists  the  regard  of  his 
fellow  workmen  and  the  officials  of  his  division.  In 
December,  1888,  he  was  united  in  marriage  to  Miss 
Mary  A.  Farley,  an  accomplished  young  lady  of 
AVyoming  County.  New  York,  and  they  have  one  child. 
Bessie  M.,  a  bright  little  miss  of  9  years,  who  adds  joy 
to  their  pleasant  home.  'Mr.  Rude  is  still  a  member 
of  the  B.  of  L.  F.,  having  never  joined  the  B.  of  L.  E.. 
and  is  prominent  in  the  affairs  of  the  local  lodge.  He  is 
also  affiliated  with  the  Hornellsville  Lodge  of  A.  O. 
U.  W..  and  is  a  highly  respected  citizen  of  the  city. 


DA\'ID   RUSE, 
Sharon.   Pennsylvania. 

David  Ruse  was  born  in  Wales  on  November  2,  1855, 
and  worked  as  a  stonecutter  for  some  years  prior  to 
becoming  an  Erie  employe.  In  November,  1879,  he 
began  firing  on  the  Erie,  and  five  years  later,  October, 
1884,  was  promoted  to  engineer.  He  ran  in  the  road 
service  on  freight  for  quite  a  while,  and  for  the  past 
five  years  has  had  a  switch  engine  in  the  Sharon  yards. 
Mr.  Ruse  was  married  on  June  19.  1882,  to  Miss  Rachel 
Lewis  of  Youngstown.  and  they  have  one  child,  a  boy. 


JOHN   RUSSELL, 

Gallon,  Ohio. 

John  Russell  was  a  farmer  in  Morrow  County,  Ohio, 
when  the  War  of  the  Rebellion  broke  out,  and  on 
March  4,  1864,  he  enlisted  in  Company  E,  26th  Ohio 
Volunteer  Infantry,  and  served  nearly  two  years  under 
General  Thomas.  He  came  in  for  some  of  the  hottest 
encounters  at  the  close  of  the  war  and  then  was  sent 
with  his  corps  to  do  duty  in  Texas  where  trouble  was 
expected  from  across  the  frontier.  He  was  tnustered 
out  at  San  Antonio  in  December,  1865,  and  returned  to 
farming  in  Morrow  County,  afterward  moving  to  Gal- 
ion  where  he  ran  a  hotel  for  two  years.  His  father  was 
Charles  Russell,  a  pioneer  farmer  of  that  district,  and 
was  County  Commissioner  for  over  twenty  years.  Mr. 
Russell  was  born  there  December  23,  1838,  and  attend- 
ed school  until  he  was  15  years  of  age  when  he  began 
farming.  In  November,  1877,  he  commenced  his  rail- 
road career  as  a  brakeman  for  the  Atlantic  &  Great 
Western  at  Gallon.  In  April,  1878,  while  braking  at 
the  gravel  pits  five  miles  east  of  Kent  he  met  with  an 
accident  in  which  his  left  arm  was  broken  in  two 
places  and  his  right  leg  so  badly  injured  that  it  had 
to  be  amputated  below  the  knee.  From  1878  to  1880 
while  recovering  from  his  injuries,  he  attended  the  gate 
at  the  crossing  of  the  Erie  and  Bee  Line  in  Gallon.  In 
1881  he  commenced  firing  for  the  Erie,  and  after  three 
years  and  a  half  he  was  promoted  to  engineer,  and  for 
the  past  fourteen  years  has  been  running  a  switch  en- 
gine at  Gallon.  He  is  a  member  of  B.  of  L.  E.,  Di- 
vision 16,  and  Dick  Morris  Post,  G.  A.  R.  On  May  24, 
1898,  he  was  married  to  Miss  Mary  B.  Merrick,  daugh- 
ter of  Isaac  J.  Merrick,  of  Carroll  County,  Ohio.  Mrs. 
Russell  is  a  lady  of  winning  manners  and  high  social 
qualities.  Mr.  and  Mrs.  Russell  are  highly  esteemed  by 
their  acquaintances,  and  are  hospitable  entertainers  at 
their  fine  home,  541  South  Union  Street. 


CORNELIUS  RYAN, 
Port  Jervis,  New  York. 

Cornelius  Ryan  was  born  in  Stillwater,  New  Jersey, 
on  May  13,  1863,  and  is  the  son  of  John  Ryan,  a  gar- 
dener of  that  place.  Mr.  Ryan  left  school  at  an  early 
age,  but  not  until  he  had  mastered  the  branches  taught 
in  the  public  schools  of  his  native  town.  The  ad- 
vantages of  mercantile  life  first  attracted  his  attention, 
and  he  became  a  clerk  in  a  general  store  at  Stillwater, 
in  which  position  he  remained  until  1879,  when  he  de- 
cided that  an  open-air  situation  was  more  to  his  liking, 
and  being  of  an  active  nature  he  chose  railroading. 
In  the  spring  of  1879  he  secured  a  position  as  brake- 
man  on  the   Long  Island   Railroad,  and  for  one  year 


468 


ERIE    RAILWAY    EDITION. 


F.  A.   RUDE. 


ORVILLE  R.  SACKETT. 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


4G'J 


ran  between  different  terminals  on  that  road.  Resign- 
ing, he  went  to  New  York  City,  where  he  was  em- 
ployed as  a  fireman  for  the  New  York  Steam  and  Heat 
Company,  with  which  he  remained  for  two  and  a  half 
years.  Next  he  appeared  as  a  lineman  for  the 
American  District  Telegraph  Company  with  which 
he  remained  tor  two  years  and  a  half,  resign- 
ing in  1885  to  accept  a  position  as  fireman  on  the 
Erie.  So  industriously  did  he  apply  himself  to  the 
duties  of  this  place  that  th.ree  years  later,  in  the  fall  of 
1888,  he  was  promoted  with  honor  to  the  rank  of  en- 
gineer and  assigned  to  the  freight  service  on  the  New 
York  Division,  where  he  is  running  at  this  time.  In 
1886  Mr.  Ryan  concluded  that  a  life  of  single  blessed- 
ness was  not  the  proper  one  for  a  railroad  man,  and  on 
July  2  of  that  year  he  was  happily  married  to  Miss 
Emma  Reed,  daughter  of  William  Reed,  a  tanner  of 
Port  Jervis.  They  have  one  daughter,  Gertrude  L., 
who  has  brought  sunshine  and  perfect  content  to  their 
home.  Mr.  Ryan  is  a  prominent  member  of  Division 
54.  B.  of  L.  E.,  of  Port  Jervis,  being  the  local  chair- 
man, and  for  two  terms  he  has  been  a  member  of  the 
General  Board  of  Adjustment.  He  is  the  owner  of  a 
nice  residence  at  11  Washington  Avenue,  and  is  widely 
regarded  as  a  citizen  of  worth.  He  is  popular  with  his 
railroad  associates,  and  has  the  confidence  of  the  offi- 
cials of  his  division. 


ADAM  J.  SACHS, 

Galion,  Ohio. 

Born  in  Hesse-Darmstadt.  Saxony,  Germany.  No- 
vember 20,  1846,  Adam  J.  Sachs'  parents  removed  to 
America  when  he  was  6  years  of  age.  They  settled  in 
Newark.  New  Jersey,  but  in  1853,  removed  to  Lees- 
\ille,  Ohio.  At  that  time  Ohio  was  almost  all  woods, 
and  after  living  in  the  town  of  Leesville  four  years  the 
family  moved  to  Galion.  At  this  place  the  young  man 
learned  the  harnessmakcr's  trade  but  after  working  at 
it  a  slKirt  time,  he  quit  and  accepted  a  place  as  night 
watchman  in  the  Erie  roundhouse.  In  1869  he  re- 
turned to  his  trade  and  for  three  years  worked  in  Mon- 
roeville  and  other  Ohio  towns.  In  the  fall  he  again 
i|uit  his  trade  for  railroading,  and  after  working  a 
month  as  a  section  hand  accepted  a  place  as  wiper  in 
the  roundhouse  at  Galion.  where  he  worked  five  and 
one-half  years  under  Engine  Dispatcher  A.  W.  Ball. 
In  1878  he  was  advanced  to  fireman  and  worked  in  that 
capacity  three  years,  resigning  then  to  accept  a  similar 
position  on  the  Wheeling  &  Lake  Erie,  running  out  of 
Massillon.  After  six  months  with  this  company  he 
returned  to  the  Erie,  and  worked  four  years  longer  as 
fireman,  when,  in  October.  1886.  he  was  promoted  to 
rngineer.     Since   tliat   time   he   has   run   in   the   freight 


service,  and  being  a  careful  and  conservative  man  has 
had  no  accidents,  and  consequently  has  a  high  standing 
in  the  estimation  of  his  superiors.  In  June,  1887,  he 
was  poisoned  by  medicated  underclothing,  and  the 
aflliction  was  so  severe  that  he  bears  the  marks  of  it 
yet.  It  also  incapacitated  him  for  road  service  and 
since  his  recovery  he  has  run  a  switch  engine  in  the 
Galion  yards.  Mr,  Sachs  was  married  August  29,  1868, 
to  Miss  Catherine  Hass,  daughter  of  John  Hass,  a 
prominent  farmer  of  Alorrow  County.  Ohio.  Seven 
children  have  been  born  to  them,  five  of  whom  survive. 
Julia  A.,  aged  27.  is  married  to  Philip  Leabert,  a 
nickel-plater  of  Cleveland;  May,  aged  25,  was  educated 
in  Galion,  and  lives  at  home;  Maggie  and  Lizzie,  twins 
aged  2i,  were  educated  in  Galion,  Maggie  bein.g  mar- 
ried to  Michael  Zellars  of  Morrow  County;  John  and 
Arthur,  twins,  died  at  the  age  of  6  and  7  weeks;  Louis, 
aged  16.  educated  in  Galion,  lives  on  and  manages  a 
farm  belonging  to  his  father,  just  outside  the  city  lim- 
its of  Galion.  Mr.  Sachs  is  a  substantial  and  highly 
respected  citizen  of  Galion,  owning  a  fine  residence  in 
the  citv  besides  his  farm  above  mentioned. 


ORVILLE  R.  SACKETT. 

Niagara  Falls,  New  York. 

Besides  being  one  of  the  Erie's  best  and  most  popu- 
lar en,gineers,  Orville  R.  Sackett  is  an  inventive  genius 
who  has  contributed  several  useful  articles  to  the  econ- 
omy of  the  world's  labor,  among  them  being  a  trol- 
ley-pole catcher  for  electric  cars,  a  double  swivel  fire- 
hose coupler,  and  an  automatic  fire  extinguisher  for 
passenger  car  stoves.  Mr.  Sackett  was  born  in  Wil- 
liamsville,  New  York,  on  September  23,  1848.  and  is 
the  son  of  Russell  Sackett,  an  attorney  of  that  place, 
who  was  one  of  the  pioneer  gold-seekers  of  California 
in  1848-49.  After  leaving  school  Mr.  Sackett  engaged 
in  the  mercantile  business,  spending  seven  years  in 
Painesvillc.  Ohio,  and  Buffalo.  New  York,  one  year  of 
which  time  was  in  a  flour  and  feed  store  in  the  latter 
city.  He  began  his  railroad  career  in  the  spring  of 
1S68  as  a  caller  in  a  freight  house,  and  in  the  spring  of 
1869  left  that  position  to  become  a  fireman  on  the  Erie. 
He  fired  a  year  on  the  Buffalo  Division  and  then  took 
a  leave  of  absence  and  went  to  Chetopa.  Kansas,  where 
he  engaged  in  the  grocery  business  for  nine  months. 
He  returned  to  Buffalo  in  July,  1871,  and  immediately 
went  to  work  in  his  old  position  as  fireman,  being  pro- 
moted to  engineer  on  July  15,  1874.  He  ran  a  switch 
engine  two  years  at  Black  Rock,  and  was  then  trans- 
ferred to  a  switch  engine  at  Niagara  Falls,  which  has 
been  his  run  for  the  past  twenty-three  years.  Mr. 
Sackett  was  married  on  January  21.  1874,  to  Aliss  Jose- 


470 


ERIE    RAILWAY    EDITION. 


phinc  E,  Atwood,  daughter  of  Aiiiasa  Atwood.  a  hotel- 
keeper  of  Niagara  Falls.  They  have  two  children,  Ida 
J.,  a  popular  and  accomplished  young  lady  who  is  now 
studying  stenography  and  typewriting,  and  Walter  R.. 
aged  II,  who  is  attending  public  school.  Mr.  Sackett 
and  his  family  are  communicants  of  the  Congregation- 
al Church,  and  are  highly  esteemed  by  all.  He  is 
also  affiliated  with  Lodge  No.  i.S,  B.  of  L.  E.;  Lodge 
No.  19,  A.  O.  U.  W. ;  the  Chosen  Friends  of  Niagara 
Falls,  and  is  President  of  the  Veteran  Volunteer  Fire- 
man's  Association. 


JOHN   C.   SADLIER, 

Cleveland,  Ohio. 

It  is  but  natural  that  John  C.  Sadlier  should  be  a  rail- 
road man,  for  his  father  was  section  foreman  on  the 
Pittsburg,  Ft.  Wayne  &  Chicago  Railroad  at  Wooster, 
Ohio,  and  as  a  boy  the  railroad  was  a  playground  for 
him.  He  was  born  in  Wooster,  August  24,  1856,  and 
attended  school  there  until  he  was  16  years  of  age. 
When  he  was  13  years  old  he  began  to  earn  wages  car- 
rying water  in  the  summer  time  to  the  men  at  work 
under  his  father.  When  he  was  16  he  secured  a  situ- 
ation as  brakeman  on  the  "Ft.  Wayne,"  but  remained 
with  that  company  only  two  months,  going  to  Cleve- 
land, where  he  entered  the  employ  of  the  Erie  as  an 
engine  wiper  and  extra  fireman.  Nine  months  later 
he  was  given  a  regular  run  as  a  fireman,  which  he  held 
four  years,,  going  to  the  T.,  A.  &  N.  in  1878  to  accept 
a  similar  position.  In  May,  1879,  he  returned  to  the 
Erie  as  a  brakeman  and  served  in  that  capacity  until 
1882,  when  he  was  promoted  to  conductor.  After  a 
year's  service  he  again  went  to  firing,  at  which  he 
worked  until  June,  1886,  when  he  was  advanced  to  the 
list  of  extra  engineers,  but  still  retaining  his  place  as 
fireman.  A  year  later  he  was  given  a  regular  run  as  an 
engineer  and  has  continued  since  in  the  freight  service. 
In  November,  1878,  Mr.  Sadlier  was  married  to  Miss 
Louisa  Stull  of  Cleveland,  and  they  have  had  five 
children,  three  of  whom  survive,  one  son  and  two 
daughters.  The  son  is  a  promising  young  man  of  20. 
He  stands  high  in  musical  circles  of  Cleveland  and  is 
a  baritone  singer  of  some  note,  being  choir  master  of 
the  Wilson  Avenue  Presbyterian  Church.  He  is  study- 
ing both  instrumental  and  vocal  music,  and  those  who 
are  acciuainted  with  his  ability  predict  a  brilliant  future 
for  him.  Mr.  Sadlier's  father  and  mother,  aged  re- 
spectively 62  and  64,  are  living  in  Cleveland,  where 
the  father  works  in  the  Erie  machine  shops.  Mr.  Sad- 
lier is  a  careful,  conservative  engineer,  and  has  never 
had  a  wreck  during  his  entire  railroad  career.  He 
stands  high  in  the  confidence  of  his  superiors  and  is 
well  liked  by  his  many  acquaintances. 


CHARLES  S.  SAMPSON, 
Port  Jervis,  New  York. 

A  sketch  of  Charles  S.  Sampson  is  a  sketch  of  the 
history  of  the  New  York  Division  of  the  Erie  for  the 
last  forty  years,  for  he  is  strictly  an  out  and  out  Erie 
man,  having  passed  his  whole  life  on  the  system. 
Born  at  Starrucca,  Pennsylvania,  in  1841,  he  was  early 
left  an  orphan,  and  after  desultory  schooling  and  work- 
ing for  a  brief  time  at  the  carpenter's  bench  he  went 
to  work  in  the  fall  of  1858  as  a  laborer  on  the  wood 
train  between  Hill  City  and  Lordville,  Addison  Dean 
being  at  that  time  foreman,  Frone  Dowe  engineer  and 
Charles  Buck  conductor.  Following  this  he  went  to 
braking  on  the  Delaware  Division  for  Conductor  Per- 
rego,  remaining  at  this  work  for  about  two  years,  at 
the  end  of  which  time  he  became  a  fireman  on  a  regular 
run — 15  and  10,  the  stock  train — for  Jesse  Carpenter, 
afterwards  firing  for  the  veteran  Joseph  Weed  on  the 
Cincinnati  Express  up  to  the  time  he  was  promoted. 
His  promotion  came  to  him  in  1865,  when  he  was  put 
to  running  extras,  being  given  engine  228,  a  Cooke 
"swallow-tail,"  hard-coal  burner,  one  of  the  first  of  her 
class  to  be  put  into  Erie  service.  After  running  for 
four  years  on  the  Delaware  Division  he  was  transferred  ' 
to  the  Eastern  Division,  where  he  has  since  remained, 
his  first  service  being  as  extra  engineer  between  Port 
Jervis  and  Jersey  City  and  Port  Jervis  and  Newburgh. 
This  he  continued  until  1879,  when  he  was  given  the 
fast  freight  runs  43  and  36,  between  Port  Jervis  and 
Jersey  City,  which  runs  he  kept  until  1887,  when  he 
took  passenger  runs  6  and  29  between  the  same  points, 
his  first  passenger  engine  being  the  145,  a  six-wdieel 
connected  engine,  built  at  the  Susquehanna  shops. 
His  present  runs  are  6  and  3,  between  Port  Jervis  and 
Jersey  City,  and  he  no\v  has  engine  368,  a  Baldwin 
compound,  a  type  of  engine  which  Mr.  Sampson  likes 
and  in  which  he  thoroughly  believes.  INIr.  Sampson  is 
a  veteran  member  of  the  Brotherhood  of  Locomotive 
Engineers  and  his  opinions  are  in  full  accord  with  the 
spirit  of  fairness  which  has  always  governed  its  coun- 
sels. Outside  of  this  he  is  not  a  member  of  any  so- 
ciety, secret  or  otherwise,  nor  does  he  interest  himself 
in  politics  further  than  to  register  his  vote.  On  April 
21,  i86g.  Mr.  Sampson  was  married  to  Miss  Abbie  P. 
Simpson  at  Port  Jervis,  and  their  long  and  happy  mar- 
ried life  has  been  blessed  by  the  birth  of  seven  chil- 
dren, four  boys  and  three  girls,  three  of  the  former 
and  one  of  the  latter  being  now  married,  two  of  his 
sons  being  firemen,  one  a  brakeman  and  the  fourth 
a  fireman  in  a  dye  and  prmt  works  in  Paterson,  New 
Jersey.  During  his  varied  experience  as  an  engineer 
Mr.  Sampson  has  "scratched  paint"  but  once,  this  be- 
ing, however,  no  fault  of  his.  Further  than  this  his 
record  of  accidents  contains  no  more  than  the  runnina^ 


AMERICAN    L0C0?\10TIVE    ENGINEERS. 


471 


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IHBsMIB^  -  ^ 

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r           y' 

CHARI.ES  S.  SAMPSON. 


JACOB  D.   SCHERMERHORN. 


472 


ERIE    RAILWAY    EDITKJN. 


into  a  car  at  Berge  and  smashing  it  up — the  car  having 
got  out  of  the  side-track — and  on  another  occasion 
jumping  the  track.  This  is  surely  a  clean  record  for 
thirty-four  years'  service.  Mr.  Sampson  has  one 
hobby;  he  likes  to  do  cabinet  work,  and  he  has  at  his 
home  some  excellent  samples  of  his  handicraft  in  this 
direction  in  the  shape  of  rocking  chairs,  etc.,  wliicli 
well  attest  the  fact  that  he  is  a  thorough  workman.  He 
likes  to  tell  of  the  time  when  he  worked  on  the  wood 
train,  and  of  the  old  engine  they  then  had,  an  old  hook 
motion  wood-burner  with  a  dome  boiler,  the  whole  not 
weighing  more  than  thirty-five  tons,  though  then 
thought  to  be  a  monster.  Well,  the  times  change,  but 
Mr.  Sampson  has  always  kept  up  with  tlicm. 


J.  R.  SANDERS, 
Hornellsvillc,    New    York. 

J.  R.  Sanders  was  born  in  Rathburn,  Steuben  Coun- 
ty, New  York,  on  April  19,  1861.  He  attended  school 
until  he  w^s  17  years  of  age,  and  then  devoted  his  at- 
tention to  farming.  In  1882  he  left  the  farm  for  the 
railroad,  having  secured  a  position  as  fireman  on  the 
Erie.  He  fired  until  1885  and  then  quit  for  a  couple  of 
years,  but  love  of  railroad  life  drew  him  back,  and  in 
1887  he  was  again  shoveling  the  dusky  diamonds.  He 
was  promoted  to  engineer  in  October,  1891.  and  has 
since  run  an  engine  in  the  freight  department.  Mr. 
Sanders  was  married  on  April  24,  1884,  to  Miss  Esther 
Horton,  and  they  have  two  children,  Fanella  and  Cath- 
erine. Mr.  Sanders  is  a  member  of  the  B.  of  L.  F.. 
and  has  held  office  in  the  local  lodge  of  that  order. 


RICHARD   SCALES, 
Susquehanna,   Pennsylvania. 

From  a  driver  on  the  tow-path,  propelling  the  slow- 
moving  and  cumbersome  canal  boats,  to  engineer  on  a 
powerful  locomotive  that  can  skim  along  the  steel 
rails  at  lightning  speed — this  is  the  transition  that 
Richard  Scales  has  experienced  in  his  career.  Mr. 
Scales  was  born  in  Westboro,  New  York,  December 
14,  1851,  being  the  son  of  Richard  Scales,  Sr.,  who  was 
for  many  years  engaged  in  the  canal  business.  The 
young  man  left  school  at  the  age  of  12  and  immediately 
accepted  a  position  as  driver  on  the  Delaware  &  Hud- 
son Canal,  running  between  Honesdale  and  Roundout 
for  a  period  of  sixteen  years.  In  1878  he  bade  final 
farewell  to  the  tow-path  and  the  faithful  mules  and 
entered  the   employ  of  the   Erie  as  an  engine  watch- 


man at  Port  Jervis,  a  position  he  held  for  four  years. 
In  1882  he  was  advanced  to  fireman  and  for  three  years 
fired  freight  on  the  Delaware  Division,  being  then  ad- 
vanced to  a  passenger  run,  which  he  held  for  a  similar 
period.  His  promotion  to  engineer  occurred  in  1888, 
and  for  the  following  ten  years  he  pulled  freight  on  the 
Delaware  Division.  In  jSgS  he  was  transferred  to  a 
pusher  out  of  the  Susquehanna  yards,  which  run  he 
continues  at  the  present  time.  Mr.  Scales  has,  by  his 
efficient  and  conscientious  work,  established  a  record 
as  a  high-class  engineer,  and  is  a  man  respected  by  all. 
On  May  15,  1877,  he  was  married  to  Miss  Mary  Wor- 
den,  daughter  of  David 'Worden,  an  influential  farmer 
of  Ulster  County,  New  York.  They  have  a  family  oi 
seven  children,  of  whom  the  eldest,  David  O.,  is  mar- 
ried and  is  recognized  as  one  of  the  best  firemen  ,in  the 
employ  of  the  Erie;  Cynthia,  George,  Edna  and  Mamie 
are  attending  public  school;  while  Richard,  aged  3 
years,  and  Lottie.  3  months,  are,  the  especial  care  and 
pride  of  Mrs.  Scales.  Mr.  Scales  is  a  member  of  Star- 
rucca  Lodge.  No.  137,  B.  of  L.  E.,  and  a  strong  ad- 
herent of  the  principles  of  that  order. 


ALBERT  SCHAAF. 
Cleveland,  Ohio. 

It  took  Albert  Schaaf  some  time  to  discover  the  trade 
that  exactly  suited  him,  but  after  starting  on  his  rail- 
road career  he  made  rapid  advancement,  and  is  now 
numbered  among  the  best  engineers  on  the  Mahoning 
Division.  Born  in  Erie,  Pennsylvania,  on  April  21, 
1855,  he  attended  school  until  he  was  14  years  of  age, 
when  he  began  work  in  a  brick  yard,  running  a  brick 
press.  The  .yard  closing  down  he  secured  a  place  as  a 
butcher  in  a  slaughter  house,  remaining  there  a  year, 
and  then  went  to  work  at  the  carpenter's  trade.  After 
trying  this  for  two  years  and  a  half  he  became  dis- 
satisfied and  went  to  work  on  the  Pittsburg  &  Erie  as  a 
bricklayer  and  mason.  He  remained  in  this  capacity 
for  five  years  and  then  left  to  take  a  position  in  a  steam 
bakery  at  Erie.  Pennsylvania.  Later  he  was  with  the 
Forsythe  Scale  Companjr,  and  in  1880  went  into  busi- 
ness for  himself  at  Youngstown,  making  frames  for 
sewing  machines.  He  then  worked  for  the  Moran 
Reaper  Company  a  while,  after  which  he  handled  race 
horses  some  time.  He  began  firing  on  the  Erie  in  Oc- 
tober, 1885,  and  was  promoted  to  engineer  in  March, 
1889.  being  now  in  the  freight  service.  Mr.  Schaaf  was 
married  November  30,  1874,  to  Miss  Carrie  Mayer;  he 
is  a  respected  resident  of  Cleveland,  and  owns  a  fine 
farm  near  Meadville,  Pennsylvania,  to  which  he  expects 
to  retire  in  the  near  future. 


AMIiRICAX    I.OCOMUTINK    KXGIXEERS. 


473 


JACOB  D.  SCHERMERHORX, 

Carbondalo,    Pennsylvania. 

Jacob  D.  Sclicrmcrhorn,  son  of  John  R.  SclicrnK-r- 
lioni,  a  proniinenl  tarmCi"  of  Sullivan  Count\-.  New 
York,  was  born  October  21,  184J.  His  father  died 
when  he  was  bi'.t  6  years  old,  and  Mr.  Schcrmcrhorn 
lias  his  own  indomitable  energy  and  perseverance  to 
ihank  for  the  fine  sticcess  he  has  had  in  lite.  After 
leaving  school  at  the  age  of  12  years  he  worked  on 
the  farm  until  September  14,  1861,  when,  at  the  age  of 
17,  he  enlisted  in  Company  H,  56th  New  York  Vol- 
unteers, for  three  years'  service  in  the  nation's  army. 
He  participated  in  the  1. allies  of  Fair  Oaks,  Bottom 
Bridge,  Meriville  Hill,  White  House  Landing,  Fort 
McGregor,  Ynrktnwn.  \'irginia,  and  many  others  of 
lesser  note.  He  had  two  brothers  in  the  army  at  that 
time,  Henry  C.  and  Cornelius  K.,  the  latter  oiTering  up 
his  life  on  the  country's  altar.  On  Mr.  Schernierhorn's 
return  from  the  war,  October  28,  1864,  he  began  his 
railroad  career  as  a  brakcman  on  the  Erie,  running  be- 
tween Port  Jervis  and  Deposit  until  1865,  when  he  was 
advanced  to  fireman.  For  four  years  he  fired  between 
Port  Jervis  and  Susquehanna  and  then  he  was  pro- 
moted to  engineer.  For  the  past  thirty  years  he  has 
run  an  engine,  the  last  thirteen  years  being  on  a  day 
switch  engine  in  the  Carbondale  yard.  When  Mr. 
Schermcrhorn  commenced  work  on  the  Erie  H.  Riddle 
was  Superintendent  and  hit  first  firing  was  done  on  the 
old  wood  burner.  No.  170,  under  Engineer  Charles 
Lockwood.  He  fired  the  second  hard  coal  burner  on 
the  Delaware  Division  for  Engineer  Edward  Carpenter. 
Mr.  Schermcrhorn  belonged  to  the  first  fireman's 
brotherhood  that  was  organized.  Deer  Park  Lodge, 
No.  I,  Port  Jervis,  New  York.  Josh.  Leach  was  the, 
chief  and  leading  light  in  the  organization  of  the  order. 
.\t  the  first  meeting  there  were  only  twelve  members, 
but  they  were  loyal  and  the  movement  grew  until  now 
the  B.  of  L.  F.  is  one  of  the  strongest  of  fraternal  labor 
organizations.  Mr.  Schermerhorn  is  a  member  of  the 
P..  of  L.  E.,  Division  468,  and  is  prominent  in  the  ad- 
ministration of, its  affairs.  He  was  formerly  a  member 
of  Division  No.  166,  and  was  Chef  Engineer  for  two 
terms.  While  holding  that  oflice  he  or,ganized  Division 
4(18,  and  became  a  charter  member  of  it  thereby.  He 
is  also  anUiated  with  the  Carbondale  Post,  No.  187. 
G.  A.  R.  In  July,  1S65,  ^Ir.  Schermerhorn  was  united 
in  marriage  to  Miss  Mary  M.  Ross,  daughter  of  Wil- 
liam Ross,  of  Calicoon,  New  York,  and  three  children 
were  born  to  them:  George,  aged  31,  is  in  the  oil  busi- 
ness at  Bradford:  Jacob  D.,  aged  28,  is  a  machinist  in 
Hendrick's  machine  shop  at  Carbondale;  Augustus, 
aged  26,  is  employed  at  the  same  place  and  in  the 
same  capacity.  Mr.  Schernierhorn's  wife  died  August 
15,  187c).  and  in   1S81  he  \\-as  married  to  Miss  Sarah  -\, 


Finnin,  daughter  of  Thomas  Finnin,  of  Laekawaxen, 
Pennsylvania,  Mr,  l-"iniiin  was  a  native  of  Ireland, 
where  he  was  a  policeman,  and  soon  after  settling  in 
the  United  States  he  was  employed  by  the  Erie  as  a 
stone  mason,  which  position  he  held  until  his  death, 
which  occurred  in  1873.  By  his  second  marria.ge  Mr. 
Schermerhorn  has  had  five  children — Mary  M,,  Joseph 
William,  Anna  E,,  and  twin  boys,  Willard  M.  and  Wil- 
lis M.  Mr.  Schermerhorn  is  a  property  owner  and 
highly  respected  resident  of  Carbondale.  His  wife  is 
a  member  of  the  Ladies'  Auxiliary,  No.  120,  of  the  B. 
of  L.  E.,  holding  the  office  of  Marshal;  she  is  also 
afliliated  with  the  Insurance  order  of  the  G.  I,  A.  Mr. 
Schernierhorn's  brother,  John  R.  Schermerhorn  is 
State  Senator  and  President  of  the  Senate  of  Colorado 
and  President  of  ilie  Stock  Exchange  of  Denver.  Sen- 
ator Schernierhorn's  only  son  followed  up  the  family 
record  and  enlisted  in  the  Spanish  and  American  war, 
being  now  in  the  service  in  the  Philippines,  Mr.  Scher- 
nierhorn's great-grandfather  was  a  soldier  in  the  War 
of  1S12. 


BENJAMIN  L.  SCRIBNER, 

Nyack.  New  York, 

The  Nyack  Evening  Star,  speaking  of  the  subject  of 
this  sketch,  says:  "Mr.  Scribner,  the  oldest  engineer 
on  the  Northern  Road,  has  made  a  most  wonderful  and 
exceptional  record  and  h.as  been  remarkably  fortunate 
all  these  years.  He  has  never  been  injured  either 
slightly  or  seriously  while  performing  his  duties,  and 
no  passenger  under  his  care  has  been  even  so  much  as 
scratched."  Mr.  Scribner  began  his  railroad  career  on 
the  completion  of  a  common  school  education.  His 
first  work  was  in  the  machine  shop  and  all  of  the  forty- 
one  years  intervening  from  then  till  now  have  been 
spent  in  honorable  and  f;:ithful  service  on  the  Erie 
Railroad.  He  was  born  in  Otisfield,  Oxford  County, 
Maine.  June  15,  1838,  and  was  married  in  Otisville,  New 
■^'ork,  in  November,  i86t,  to  Miss  Jane  C.  Smith,  who 
has  ever  since  brightened  his  labors  and  now  shares 
with  him  the  fruition  of  a  successful  life,  a  comfortable 
home  all  their  own  and  full  of  happiness.  In  1858. 
he  began  firing  under  Engineer  Edward  Hallett,  now 
deceased,  on  the  "Old  Erie"  main  line.  Five  years 
later,  he  was  promoted  to  engineer,  ran  freight  engines 
three  years,  passenger  engines  thirty-four  years  and 
has  had  his  present  run  practically  for  twenty  years. 
He  fired  the  first  train  coming  east  through  the  Jersey 
City  tunnel,  ^^'illiam  Maxwell,  now  dead,  but  wdiose 
picture  may  be  found  in  another  place  in  this  history, 
was  the  engineer.  Mr.  Scribner  was  a  charter  member 
of  B.  of  L.  E.,  No.  135,  and  also  Division  No.  54.  same 
order.  He  was  one  of  the  original  movers  in  the  un- 
dertakin.g   which   rcsiilte  1   so   successfully   in   the   most 


474 


ERIE    RAILWAY    EDITION. 


JOHN  SCHIXDLER. 


BENJAMIN    L.    SCRIBNER. 


a:\ierican  locomotive  engineers. 


475- 


unique  and  beneficial  railroad  exhibit  in  the  Transpor- 
tation Building  at  the  Chicago  World's  Fair — the  Erie 
Engineer's  Engine,  E.  B.  Thomas.  He  was  the  Treas- 
urer of  the  Association  of  Engineers,  who  built  it;  he 
had  charge  of  it  on  its  grand  trip  to  Chicago  and  ne- 
gotiated its  sale  after  the  Fair  to  the  Erie  Railroad. 
For  alertness,  ability,  fidelity  and  kindly  manners  to 
fellow  operators  and  patrons  of  the  road,  no  man  stands 
higher  than  Ben.  L.  Scribner.  On  August  3,  1877, 
Annie  Sullivan,  the  2-year-old  daughter  of  John  Sul- 
livan, of  Fanatly,  strayed  upon  the  track  directly  in 
front  of  the  swiftly  moving  train  on  which  Mr.  Scrib- 
ner was  engineer.  He  whistled  for  brakes  and  then 
crawled  out  upon  the  pilot  for  the  train  was  going  too 
fast  to  be  stopped  in  such  short  space.  He  caught  the 
child  up  sufficiently  to  save  her  life,  but  his  hold  was 
not  strong  enough  and  she  slipped  from  his  grasp  and 
rolled  down  the  side  of  the  track  while  the  mighty  iron 
monster  rolled  by.  She  was  unhurt  save  for  a  few 
slight  bruises,  and  owes  her  life  to  the  heroism  of  Mr. 
Scribner. 


COMMODORE  W.   SELLERS, 

Huntington,    Indiana. 

Every  man  has  a  hobby  of  some  sort,  and  it  is  only 
natural  for  those  who  possess  a  keen  eye  and  a  steady 
nerve  to  love  a  dog  and  gun  and  avail  themselves  of 
every  opportunity  to  hunt  the  wild  game  of  the  forest, 
marsh  and  plain.  Commodore  W.  Sellers  is  one  of  the 
famous  sportsmen  among  the  Erie  engineers,  and  each 
year  he  takes  a  vacation  long  enough  to  visit  the 
haunts  of  wild  game,  and  he  always  returns  with  many 
trophies  to  evidence  his  skill  as  a  marksman.  Mr.  Sel- 
lers was  born  in  Sacramento,  California,  February  11, 
1859.  and  is  the  son  of  John  Sellers  a  pioneer  farmer  of 
California  who  in  1842  disposed  of  one  of  the  best 
farms  in  Huntington  County  and  emigrated  to  the 
coast.  He  remained  there  eight  years,  returning  to  his 
native  state  in  1850  where  he  again  engaged  in  farming. 
Mr.  Sellers  attended  school  until  he  was  19  years  of 
age,  and  then  worked  on  his  father's  stock-farm  for  a 
number  of  years.  He  began  his  railroad  career  as  a 
machinist's  helper  in  the  Huntington  shops.  Six 
months  later  he  was  advanced  to  fireman  by  Master 
Mechanic  Ackley,  a  position  he  filled  with  credit  until 
i88g,  when  he  w-as  promoted  to  engineer  and  assigned 
to  the  freight  service.  He  is  now  running  lietwcen 
Huntington  and  Chicago.  On  May  18,  1887,  Mr.  Sel- 
lers was  united  in  marriage  to  Miss  Lizzie  A.  Sisson. 
daughter  of  Daniel  Sisson  formerly  an  engineer  on 
the  Erie.  They  have  four  children,  of  whom  Charles 
E.,  Clarence  Burton,  and  Benjamin  Harrison  are  at- 
tending school;    Howard,  aged  .^,  being  the  youngest 


of  this  interesting  family.  Mr.  Sellers  is  a  member  of 
William  Hugo  Lodge,  No.  166,  B.  of  L.  F.,  and  owns 
a  fine  farm  about  one  mile  from  Huntington.  He  is 
a  man  of  refinement  and  considerable  education,  having 
traveled  extensively  throughout  the  United  States,  and 
he  is  quite  popular  with  his  many  acquaintances. 

WILLIAM  R.  SHADE, 

Gallon,  Ohio. 

William  R.  Shade,  the  subject  of  this  sketch,  was 
born  in  Carlisle  County,  Pennsylvania,  in  November, 
1850,  and  was  the  son  of  David  E.  Shade,  an  expert 
millwright  whose  business  was  traveling  from  place  to 
place  erecting  mills,  and  who  died  in  Hartford  City, 
Indiana,  1871.  At  the  age  of  14  iNIr.  Shade  left  school, 
and  four  years  later  entered  the  employ  of  the  Atlantic 
&  Great  Western  as  a  brakeman,  a  position  he  held  one 
year,  relinquishing  it  to  begin  firing  for  the  same  com- 
pany. He  fired  freight  two  years  and  passenger  three 
years,  and  then  during  1874  and  1875  he  was  hostler  at 
Dayton,  Ohio.  His  promotion  to  engineer  came  in 
1876,  and  for  the  ensuing  eight  years  ran  freight  en- 
tirely, and  for  two  years  has  run  trains  74  and  83  on 
the  Cincinnati  Division.  In  February,  1875,  hp  was 
married  to  Miss  Susan  M.  Gates,  daughter  of  George 
Gates,  an  Erie  Railroad  carpenter,  of  Gallon,  Ohio. 
They  have  three  children:  Arthur  R.,  aged  23,  is  a 
brazer  in  a  bicycle  factory  at  Geneva,  Ohio;  Ellis  M., 
died  at  the  age  of  4  years,  and  Elmer,  who  died  at  the 
age  of  13  months.  Mr.  Shade  was  also  bereft  of  his 
wife  in  September,  1895.  In  March,  1897,  he  married 
Miss  Ellen  E.  Warren,  daughter  of  Charles  Warren, 
Truant  Officer  of  the  Public  Schools  of  Gallon.  Mr. 
Shade  is  a  member  of  Gallon  Lodge,  K.  of  P.,  No. 
186,  and  B.  of  L.  E.,  No.  16.  He  owns  a  piece  of  beau- 
tiful property  in  Gallon,  and  is  a  respected  and  hon- 
ored citizen  of  his  city. 


J.   H.   SHAFER, 
Huntington,    Indiana. 

"Once  a  railroad  man.  always  a  railroad  man,"  is  a 
saying  that  is  full  of  truth.  There  are  many  instances 
of  men  who  after  some  j'ears  of  service,  have  given  up 
railroad  work  for  some  cause  and  gone  into  other 
business.  No  matter  how  successful  they  may  be, 
there  is  a  clearly  defined  yearning  for  the  clank  of  the 
driving  rod,  the  roll  of  the  cab  and  the  sound  of  the 
exhaust.  There  is  a  fascination  about  tin-  life  that 
brings  them  all  back  sooner  or  later,  and  Mr.  Shafer 
is  one  of  those  who  could  not  resist  returning  to  the 
duties    of   the    man    at    the    tlirottlc.      He    was    born    in 


476 


ERIE    RAILWAY    EDITION, 


Charleston,  Coles  Counly,  Illinois;  he  attended  school 
in  Cass  County,  Indiana,  mitil  he  was  20  years  of  age. 
Farm  life  was  not  to  his  liking,  and  in  August.  1867, 
he  commenced  firing  on  the  Chicago  &  Great  Eastern 
Railroad.  Three  years  of  this  labor  fitted  him  for  pro- 
motion, and  the  C.  &  G.  E.  officials  placed  him  on  the 
right  side  of  the  cab.  The  branch  he  worked  on  was 
known  as  the  Chicago  iS:  Indiana  Central,  which  was 
afterward  consolidated  m  the  Pennsylvania  system. 
After  four  years'  service  as  fireman  and  three  years  as 
engineer  he  left  and  accepted  a  better  position  on  a 
road  then  known  as  the  Paris  &  Danville.  At  the  end 
of  one  year  he  quit  railroading  and  for  two  years  en- 
gaged successfully  in  manufacturing  tiles.  Having  an 
advantageous  oflfer  he  sold  out  his  business  and  then 
for  some  time  was  employed  by  a  Logansport  manu- 
facturing company  as  head  man  in  charge  of  the  ma- 
chinery department.  While  with  the  Logansport  firm 
the  longing  for  railroad  hfe  asserted  itself  so  strongly 
that  he  resigned  and  accepted  a  place  on  the  Chicago  & 
Atlantic.  He  has  been  with  the  Erie  the  past  seven- 
teen years  and  his  ability  is  clearly  shown  by  the 
trust  the  company  places  in  him.  For  eight  years  he 
has  been  on  his  present  run,  the  Wells-Fargo  Express, 
and  it  is  one  of  the  most  important  trains  on  the 
schedule.  Mr.  Shafer  has  one  brother  who  still  lives 
on  the  old  homestead.  In  November,  1876,  he  was 
married  to  Miss  Cecelia  Cassidy,  eldest  daughter  of 
James  A.  Cassidy,  of  Logansport,  Ind.  Mr.  Cassidy  is 
a  pioneer  of  Logansport,  coming  to  that  city  in  1847 
by  Packet  Canal  route.  Mr.  Shafer  has  one  son, 
Augusto  C.  who  for  two  years  has  worked  in  the  Erie 
machine  shop.  'Mr.  Shafer  stands  high  in  the  com- 
munity where  he  resides. 


RICHARD    M.   SHANE. 

Cleveland,   Ohio. 

A  record  in  point  of  age  was  undoubtedly  established 
when  Richard  M.  Shane  was  promoted  to  engineer  at 
the  age  of  20  years.  He  was  born  in  Cleveland,  May 
15,  1848,  and  was  a  diligent  student  at  school.  One 
Saturday,  when  he  was  but  14  years  of  age  his  brother- 
in-law,  W.  H.  Goss,  an  Erie  engineer,  invited  him  to 
take  a  trip  on  the  engine.  On  this  run  the  trucks  of 
a  freight  car  broke  and  twenty-six  cars  went  into  the 
ditch,  but  undaunted  by  this  initiation  he  was  anxious 
for  a  position  as  a  fireman,  and  when  they  returned  to 
Cleveland  Engineer  Goss  asked  blaster  Mechanic 
John  Young  to  give  young  Shane  a  position.  The 
Master  Mechanic's  reply  was  that  the  applicant  was 
too  young,  but  he  soon  consented  to  a  trial,  and  then 
young  Shane  had  to  overcome  the  objections  of  his 
parents    who    wished    him   to    finish    his    schooling   and 


then  go  to  college.  It  was  a  happy  day  for  him  when 
on  May  2,  1862,  at  the  age  of  14,  he  put  in  his  first 
fire  under  instruction  of  Mr.  Goss  and  began  his 
career  as  a  railroad  man.  He  fired  freight  a  little  over 
three  years  and  passenger  about  two  years,  receiving 
his  promotion  to  engineer  January  19,  1868,  when  he 
was  but  20  years  old.  Mr.  Shane  was  immediately, 
placed  in  charge  of  a  road  engine,  and  for  fifteen  years 
pulled  a  through  freight,  when  he  was  advanced  to  a 
passenger  rim  between  Cleveland  and  Youngstown. 
He  held  this  for  seven  years,  when  it  was  taken  ofT,  and 
he  was  given  a  short  run  between  Cleveland  and 
Leavittsburg.  He  is  now  running  train  19,  known  as 
the  milk  train,  between  Cleveland  and  ]\Iantua.  wdiich 
he  inills  during  the  summer  time,  and  in  the  winter 
runs  on  the  New  Lisbon  Branch.  Mr.  Shane  is  one 
of  the  oldest  engineers  on  the  Mahoning  Division,  and 
many  of  the  men  who  are  now  running  engines  did 
their  first  firing  under  him.  He  is  held  in  high  esteem 
l)y  his  superiors  and  from  his  fellows  come  nothing  but 
good  words  and  praise  of  "Dick"  Shane.  As  one  of  the 
old  timers  remarked:  "  'Dick'  Shane  is  one  man  in  a 
thousand;  the  same  to-day  and  every  day;  he  never 
speaks  ill  of  anybody,  and  always  has  a  word  of  cheer 
for  all."  He  is  a  member  of  Devereaux  Lodge,  No. 
167,  B.  of  L.  E.,  having  joined  in  1868,  and  Lake  Shore 
Lodge.  No.  6.  K.  of  P.  Mr.  Shane  has  had  a  re- 
markable career  in  point  of  accidents  and  seems  to 
have  borne  a  charmed  life,  as  he  escaped  from  all, 
save  one,  with  slight  injuries.  Coming  into  Garretts- 
ville  while  firing  on  train  No.  i  for  ^Ir.  Goss  the  en- 
gine struck  a  swing  rail  and  the  whole  train  went  into 
the  ditch;  no  one  was  injured,  and  Jlr.  Shane  was 
found  under  the  tank.  At  Solon,  .going  east  on  No.  2. 
firing  for  the  same  engineer,  the  engine  struck  a  swing 
rail  in  the  switch  and  turned  cornpletely  over;  the 
liaggage,  express  and  smoking  car  followed  into  the 
ditch;  Mr.  Shane  was  again  found  under  the  tank,  and 
only  severely  shaken  up.  While  firing  for  Hugh  Lar- 
kin.  at  Girard,  the  tender  jumped  upon  the  footboard 
and  caught  his  foot,  cutting  off  one  of  his  great  toes. 
While  firing  for  James  Lord  the  engine  jumped  the 
track  at  Aurora  and  we-it  through  the  depot,  turning 
completely  over  with  the  tank  upon  her;  the  baggage 
express  and  smoker  went  into  the  ditch;  Mr.  Shane 
was  found  under  the  wood  pile.  He  was  pulling  train 
No.  67  when  his  most  serious  accident  occurred  at  a 
road  crossing  near  Hiram.  The  engine  jumped  the 
track,  ran  one  hundred  and  fifty  feet  on  the  ties  and 
then  turned  liottoniside  up  in  the  ditch.  The  tender 
and  train  kept  the  track  and  after  running  about  one 
thousand  feet  stopped.  Mr.  Shane  and  his  fireman 
were  buried  under  the  engine,  both  seriously  hurt,  and 
it  was  si.x  weeks  before  he  was  able  to  get  around 
again.     The  cause  of  the  accident  was  due  to  the  fact 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


47r 


RICHARD   M.    SHANE. 


RELLY   SHATTUCK. 


'478 


ERIE    RAILWAY    EDITION. 


that  the  county  was  grading  the  approaches  to  the 
crossing  on  both  sides  of  the  road,  and  in  pulling  the 
dirt  across  the  track  with  scrapers  the  clay  had 
clogged  the  groove  between  the  rails  and  planks  in 
the  crossing.  Constant  crossing  had  packed  it  as  hard 
as  a  stone,  and  when  the  engine  wheels  struck  it  they 
jumped  the  track.  The  passengers  on  the  train  were  so 
incensed  at  the  workmen  that  they  cut  the'  bell  rope  on 
the  train  and  started  to  lynch  them,  but  the  workmen 
rled.  While  pulling  an  extra  passenger  train  between 
Girard  and  Niles.  the  right  forward  driving  wheel 
came  off,  and  but  for  the  great  presence  of  mind  ex- 
hibited by  Mr.  Shane  would  have  wrecked  the  train. 
•On  April  6,  1872,  he  was  married  to  Miss  Bertha  M. 
Stoskopf,  daughter  of  Mishell  Stoskopf,  a  machinist  in 
the  Erie  shops  at  Cleveland.  Three  children  have  been 
•born  to  them:  Burt  Noah,  aged  24,  is  a  stenographer 
and  bookkeeper  holding  a  fine  position;  Ella  and 
Emily  Louise  are  both  deceased.  ^Ir.  Shane's  father 
■died  at  the  age  of  75  on  December  23.  1885;  his  mother 
died  February  22,  1895,  at  the  age  of  78.  His  great- 
grandfather, Major  Gabriel  Bishop,  served  in  the  Revo- 
lutionary War.  Mr.  Shane  owns  fine  property  at  44 
Mentor  Avenue,  Cleveland,  and  has  been  a  respected 
resident  of  the  city  all  his  life,  having  shot  squirrels 
:years  ago  where  his  residence  now  stands.  Mrs.  Shane 
is  quite  active  in  social  and  charitable  affairs  and  is 
quite  popular  among  her  many  acquaintances,  being  a 
■charter  member  of  Buckeye  Division,  No.  65,  G.  P.  A. 
to  B.  of  L.  E.,  having  twice  filled  the  chair  of  Presi- 
dent; also  a  member  of  Ruby  Temple,  No.  11,  Rath- 
bone  Sisters,  and  Past  Chief  of  the  same.  Her  parents 
.are  both  alive  and  are  quite  hearty.  Mrs.  Shane  recalls 
.an  amusing  incident  that  happened  in  her  girlhood 
days,  when  the  Erie  engines  bore  names  in  place  of 
numbers.  Her  father  coming  home  one  evening  told 
her  with  convincing  earnestness  that  she  had  lost 
"Dick,"  as  he  had  been  out  riding  all  day  with  "Anna." 
iThe  consequence  was  that  "Dick"  was  treated  with  se- 
vere coolness  that  evening  when  he  made  his  custom- 
ary call,  until  he  explained  that  "Anna"  was  the  name 
of  his  new  engine,  and  he  had  been  out  on  trial  trips 
all  dav  with  her. 


CLINTON   F.   SHAUCK. 

Gallon,    Ohio. 

Clinton  F.  Shauck  was  born  in  Johnsville,  Ohio,  on 
May  12,  1861,  and  took  service  with  the  New  York, 
Pennsylvania  &  Ohio  Railroad  in  1880,  working  in  the 
machine  shops  at  Gallon.  He  was  transferred  to  fire- 
man in  October,  1882,  and  promoted  to  engineer  in 
August,  1886,  now  having  a  through  freight  run.  Mr. 
Shauck  has  a  very  clear  record,  having  received  many 


congratulatory  letters  relating  to  good  runs  he  has 
made  on  special  occasions.  He  is  a  member  of  Lodge 
No.  16,  B.  of  L.  E.,  and  on  March  19,  1889,  was  mar- 
ried to  Miss  Jennie  B.  Logan,  daughter  of  A.  W. 
Logan,  the  Erie  engineer  who  was  killed  in  a  wreck 
near  Rittman  in  1899.  They  have  one  child,  Bessie  G., 
aged  8  years. 

BRENTON  SHANKS. 

Huntington,  Indiana. 

Brenton  Shanks  was  born  in  Huntington  County, 
Indiana,  September  4,  1859,  and  is  the  son  of  Daniel 
Shanks,  a  pioneer  farmer  of  Northern  Indiana.  Mr. 
Shanks  received  a  fine  education,  having  applied  him- 
self industriously  to  his  studies  until  he  was  18  years 
of  age.  He  then  engaged  in  the  grocery  business,  in 
which  he  continued  successfully  until  1890,  when  he 
concluded  that  a  more  active  life  would  benefit  his 
health,  and  accordingly  he  secured  a  position  as  fire- 
man on  the  Chicago  &  Erie.  The  eight  years  he  served 
in  this  capacity  established  for  him  the  record  of  being 
one  of  the  best  firemen  on  the  division,  and  his  pro- 
motion to  engineer  in  December, '  1898,  was  fully  mer- 
ited. Not  content  with  his  fine  record  as  a  fireman,  Mr. 
Shanks  has  already  won  distinction  as  an  engineer  in 
the  freight  service,  and  his  determination  to  reach  the 
highest  rank  will  undoubtedly  be  accomplished,  for  his 
fine  judgment  and  capable  running  have  already  won 
him  the  commendation  of  his  superiors.  In  September, 
1882,  Mr.  Shanks  was  married  to  Miss  Olive  Emley, 
daughter  of  Secton  Emley,  a  prominent  citizen  and 
County  Treasurer  of  Huntington  County.  They  have 
one  child,  Douglas,  aged  9,  who  is  attending  public 
school.  Mr.  Shanks  is  a  member  of  Lodge  No.  166. 
B.  of  L.  F.,  and  also  of  the  Royal  Arcanum  of  Hunt- 
ington. He  is  one  of  the  city's  well-known  men,  and  is 
highly  respected  by  all. 


RELLY  SHATTUCK. 

Avon,  New  York. 

The  subject  of  this  sketch,  Relly  Shattuck,  was  born 
in  Avon,  June  28,  1850,  being  the  son  of  Kendle  Shat- 
tuck, a  prominent  farmer  of  Livingston  County,  who 
died  in  1852.  Mr.  Shattuck  received  a  liberal  educa- 
tion, having  been  a  student  in  the  public  schools  until 
he  was  18  years  of  age,  and  in  October,  1868,  he  se- 
cured a  position  as  brakeman  on  the  Buffalo  Division 
of  the  Erie.  After  serving  two  years  in  this  capacity  he 
was  transferred  to  switchman  in  the  Avon  yards,  which 
position  he  held  for  five  tnonths.  On  October  I,  1871, 
he  was  advanced  to  fireman  and  ran  on  way  freight  be- 


AMERICAN    LOCOMOTU'E    ENGINEERS. 


479 


twcen  A\oTi  iiiul  Auica  for  the  next  eight  years,  be- 
ing promoted  to  engineer  in  November,  1879.  For  a 
number  of  years  he  ran  in  the  freight  service,  being  ad- 
vanced to  passenger  work  in  1890.  Since  then  he  has 
had  several  different  runs  on  the  Rochester  and  Buffalo 
Divisions,  for  the  past  two  years  pulHng  passenger 
between  Rochester  and  Ehnira.  Mr.  Shattuck  has  had 
one  severe  accident  during  his  career  as  engineer,  that 
having  been  a  head-end  colhsion  with  extra  freight 
engine  209  near  Wallace,  New  York,  Mr.  Shattuck  be- 
ing on  train  So  and  running  engine  37.  The  accident 
was  caused  by  the  engineer  on  engine  209,  but  for- 
tunately no  one  was  hurt,  though  the  engines  and  cars 
were  considerably  damaged.  On  March  28,  1877,  Mr. 
Shattuck  was  married  to  Miss  Augusta  Hollenbeck, 
daughter  of  Mrs.  Sophia  Hollenbeck  of  Avon.  They 
have  two  children,  Ethel  M.,  a  graduate  of  Geneseo 
Normal  School  and  for  the  past  two  years  a  teacher 
at  Ontario,  New  York.  Julia  S.  is  also  a  graduate  of 
the  Geneseo  Normal  School,  and  is  teaching  at  Scotts- 
ville.  New  York.  Mr.  Shattuck  is  a  member  of  Avon 
Lodge.  F.  &  A.  M.,  and  is  the  owner  of  a  fine  two- 
storv  residence   in  Axon. 


R.    M.    SHAW. 

Huntington,  Ir.diana. 

Besides  being  one  of  Huntin,gton's  most  respected 
citizens  and  an  engineer  who  has  received  many  en- 
comiums from  his  road's  officials,  Mr.  Shaw  is  a  secret 
order  man  of  some  prominence.  He  is  a  member  of 
the  B.  of  L.  E.,  No.  221,  Huntin.gton;  K.  O.  T.  M., 
No.  157,  Clarion,  Ohio;  Royal  Arcanum,  Huntington, 
and  J.  R.  Slack  Post,  G.  A.  R..  Huntington.  He  was 
born  in  Seneca  County,  Ohio,  in  June,  1848.  At  the 
age  of  16  he  left  school  to  enter  the  army;  the  war  was 
nearing  the  end,  but  Mr.  Shaw  saw  one  year  of  hard 
service  in  Company  A,  ig2d  Ohio,  under  Captain 
Frank  E.  Pray,  before  its  close,  when  he  was  honorably 
discharged.  Returning  home  he  clerked  four  years 
in  his  lather's  hotel.  Mr.  Shaw's  father  was  one  of  the 
pioneers  of  Liberty  Center,  Ohio,  and  its  first  hotel- 
keeper.  His  ariTiy  experience  probably  made  the 
young  man  long  for  a  more  exciting  life  than  was 
offered  by  his  position  as  hotel  clerk,  for  at  the  age 
of  20  he  began  his  railroad  career  as  a  brakeman  on 
the  Michigan  Southern  &  Northern  Railway,  tiow 
known  as  the  Lake  Shoi-e  &  Michigan  Southern.  His 
run  was  between  Toledo  and  Elkhart,  Indiana.  Later 
he  entered  the  employ  of  the  Wabash  Railroad  as  a 
fireman,  and  for  six  years  he  shoveled  the  "dusky 
diamonds."  His  ability  and  attention  to  business  won 
him  promotion,  and  after  running  an  engine  some  time- 


on  the  Wabash,  he  resi.gned  to  better  his  situation,  en- 
tering the  employ  of  tile  Chicago  &  Atlantic.  For  a 
while  he  was  on  ine  construction  train  between 
ALnrion  and  Hammond,  and  later  was  assigned  to  one 
of  the  fastest  runs  of  the  freight  service,  known  as  90 
and  77.  his  run  being  between  Huntington  and  Alarion. 
It  was  the  high  class  perishable  merchandise  freight, 
and  he  so  distinguished  himself  in  handling  this  train 
that  he  won  an  A  No.  i  record.  In  December,  1872,  he 
was  married  to  Miss  Louisa  Beilhorz  of  Liberty  Cen- 
ter, Ohio.  They  have  two  children,  the  elder  of  whom. 
Fred,  is  a  railroad  man.  employed  on  the  Lima  North- 
ern Railroad;  Earl,  the  younger  is.  a  machinist,  em- 
ployed in  the  Erie  shops.  I\Irs.  Shaw  died  in  i88r, 
froni  the  effects  of  chloroform,  administered  to  her 
while  having  some  teeth  extracted.  In  1885  Mr.  Shaw 
married  I\liss  Josephine  Clabaugh,  of  Huntington. 
They  have  four  children.  Frank,  Ann  G..  Agatha  P., 
and  Irene,  who  form  a  happy  home  circle  at  his  pretty 
residence   on   Franklin   Street. 


MATTHEW  H.  SHAY. 
Youngstown.  Ohio. 

He  has  the  courage  of  his  convictions,  and  the  con- 
victions are  those  of  a  thorough  Christian;  truly  this 
is  the  highest  of  eulogy,  to  attain  which  a  man  must 
sacrifice  many  worldly  pleasures,  and  few  there  are 
uho  have  strength  of  character  to  forego  pleasures  and 
pursuits  their  consciences  condemn.  ^Matthew  H. 
Shay  is  one  of  those  who  has  accepted  the  Bible  as  his 
guide  through  affairs  of  file,  and  the  record  of  his  ex- 
perience proves  that  the  man  who  places  implicit  trust 
in  God's  promises  is  never  forsaken  when  help  is  re- 
quired. Jilr.  Shay  was  born  in  Watkins,  Schuyler 
County.  New  York,  on  Jinie  10,  1843.  His  father  was 
B.  L.  Shay,  baggage  master  at  Watkins  for  the  North- 
ern Central  Railroad,  a  position  he  held  for  forty  years. 
He  was  a  thorough  Christian  gentleman,  a  prohibition- 
ist in  theory  and  practice,  and  was  a  member  of  the 
first  Prohibition  Convention,  held  in  1868.  He  was 
gifted  with  eloquence,  and  fired  with  zeal  for  the  pro- 
hibition cause,  becaine  a  speaker  of  national  reputa- 
tion, being  sought  for  far  and  near  to  present  lectures 
on  that  subject.  Up  to  the  time  of  his  death  in  1879 
he  had  spoken  at  over  two  hundred  meetings  in  the 
state  of  New  York.  The  subject  of  this  sketch  secured 
a  common  school  education,  leaving  his  studies  in  1849 
to  accept  a  position  as  assistant  pilot  on  Seneca  Lake, 
his  duties  being  to  take  canal  boats  through  the  lake. 
In  February,  i860,  he  began  his  railroad  career  as  a 
fireman  on  the  Buffalo  Division,  running  between 
Corning  and  Buffalo,  via  Avon.     In  1863  he  was  trans- 


480 


ERIE    RAILWAY    EDITION. 


K.    M.    SHAW. 


KE.\J.\MIN  SHAY. 


AMERICAN    LOCOMOTIVE    ENCINEKRS. 


481 


ferrod  to  the  Sustiiichanna  Division,  where  he  worked 
in  the  same  capacity  for  two  years  when  he  was  again 
transferred,  this  time  to  the  Mahoning  Division,  where 
lie  had  charge  of  the  shops  as  Night  Engine  Dis- 
patcher from  March  lo,  1865,  to  the  following  Decem- 
ber. On  the  latter  date  he  was  promoted  to  engineer 
and  ran  a  switch  engine  ni  the  Youngstown  yards  two 
years,  when  he  was  transferred  to  Cleveland,  from 
which  city  he  ran  freight  to  Youngstown  for  some 
time.  He  was  then  given  a  helper  engine  and  assisted 
ill  pulling  heavy  trains  out  of  Cleveland  for  the  next 
si.x  years.  Then  came  the  promotion  he  had  long 
sought — a  passenger  run  between  Cleveland  and 
Youngstown,  and  for  three  years  he  performed  this 
service  in  the  most  acceptable  manner,  winning  the 
thorough  confidence  of  his  superiors  by  the  efficient 
manner  in  which  he  handled  his  engine  and  the  trains 
assigned  him.  While  he  had  this  run  came  the  trial 
of  his  life,  and  he  met  it  bravely,  prepared  to  sacrifice 
all  in  his  determination  to  do  what  was  right  in  the 
eyes  of  God.  Born  and  raised  in  a  Christian  family, 
the  seed  of  Christianity  had  been  sown  in  his  heart, 
and  shortly  after  he  had  attained  man's  estate  it  blos- 
somed forth  and  he  was  converted  to  God,  joining  the 
Methodist  Church.  For  several  years  after  becoming  a 
Christian,  his  conscience  was  annoyed  by  the  neces- 
sity of  having  to  run  his  engine  on  Sunday,  but  he 
continued  until  he  heard  the  Lord  speak  through  the 
medium  of  a  Christian  brother,  telling  him  to  give  up 
his  Sunday  work.  Despite  the  fact  that  he  had  worked 
hard  for  twenty-four  years  to  attain  his  position  on  the 
road;  that  he  had  a  wife  and  children  to  support  and 
no  provision  made  for  the  proverbial  "rainy  day,"  he 
faced  instant  dismissal  by  going  to  the  General  Master 
Mechanic  and  told  him  that  God  and  his  conscience 
forbade  him  making  any  more  Sunday  runs.  To  the 
everlasting  credit  of  that  General  Master  Mechanic  and 
the  Division  Master  Mechanic,  be  it  stated  that  i\Ir. 
Shay  was  not  dismissed,  and  furthermore  his  religious 
scruples  were  respected  to  the  extent  that  he  was 
given  another  run  where  Sunday  work  was  not  re- 
quired. For  the  past  seven  years  he  has  run  freight 
between  Youngstown  an.l  Meadville,  and  though  Mr. 
Shay  receded  somewhat  in  the  importance  of  his  run 
he  advanced  in  the  esteem  of  his  fellow  engineers,  su- 
periors, his  conscience  and  his  God.  On  January  i, 
186,^.  he  was  married  to  Miss  Helen  S.  Marks,  daughter 
of  Richard  Marks,  a  prominent  farmer  of  Farmington, 
Tioga  County,  Pennsylvania.  Mr.  Shay  has  been  sin- 
gularly blessed  in  his  choice  of  a  helpmeet,  Mrs.  Shay 
being  a  woman  of  fine  religious  character  and  one  of 
the  most  intellectual  workers  in  the  Women's  Christian 
Temperance  Union.  For  the  past  ten  years  she  has 
been  State  Superintendent  of  the  railroad  work  of  that 
order,  and  on  several  occasions  has  addressed  state  and 


national  conventions  in  the  interest  of  the  work.  While 
imbued  with  the  spirit  of  the  W.  C.  T.  U.  cause  and 
active  in  its  behalf,  Mrs.  Shay  has  found  much  time  to 
devote  to  city  missionary  work,  and  with  her  hus- 
band is  prominent  in  church  affairs  in  the  city,  both 
being  members  of  the  Methodist  Episcopal  Church. 
With  all  her  interest  in  religious  and  temperance  work 
Mrs.  Shay  has  never  neglected  her  home,  and  those 
who  have  had  the  pleasure  of  visiting  Mr.  and  Mrs. 
Shay  at  their  pleasant  home  on  West  Woodlawn  Ave- 
nue, always  recall  with  feelings  of  greatest  pleasure  the 
hospitality  they  received.  Two  children  have  been 
born  to  this  worthy  couple,  both  of  whom  are  grown 
to  maturity.  Helen  D.  is  the  wife  of  Rev.  A.  J.  Bolton, 
pastor  of  the  Methodist  Church  at  Chicago  Junction, 
Ohio.  Harry  J.,  their  only  son,  aged  26,  is  married  to 
Miss  Daisy  Smith  of  Youngstown,  and  has  charge  of 
the  freight  department  of  the  National  Steel  Company 
in  that  city.  Mr.  Shay  became  a  member  of  the  B.  of 
L.  E.  in  1867,  and  helped  to  organize  Lodge  No.  167 
at  Cleveland.  Ohio.  He  also  organized  and  was  one  of 
the  charter  members  of  Division  329  at  Youngstown. 
Froin  the  very  start  he  has  been  prominent  in  the 
aiifairs  of  the  order,  and  after  serving  as  Chief  of  Di- 
vision 329  for  one  term,  was  elected  to  the  General 
Board  of  Adjustment  and  for  many  years  has  been  its 
Chainnan.  He  is  in  every  respect  a  thoroughly  capable 
and  efficient  engineer,  'out  what  pleases  him  more  is 
that  he  enjoys  the  respect  and  confidence  of  his  su- 
periors and  is  known  from  one  end  of  the  Erie  to  the 
other  as  a  man  of  his  word.  As  Chairman  of  the  Ad- 
justment Committee  Mr.  Shay  is  brought  into  personal 
contact  with  the  highest  officials  of  the  road,  and  the 
fact  that  he  is  always  successful  in  efTecting  amicable 
adjustments  is  because  he  possesses  the  persuasive  elo- 
quence of  a  diplomat  and  the  straightforward  honesty 
of  a  Christian  gentleman.  The  Erie  management  is 
proud  of  his  example;  the  employes  of  the  road  re- 
spect and  honor  him;  would  there  were  more  of  his 
stamp  in  the  world. 


WILLIAM   H.    SEE, 

Meadville,  Pennsylvania. 

W.  H.  Sec,  son  of  O.  F.  See,  of  Conneaut  Lake, 
Pennsylvania,  was  born  at  that  place  June  9,  1855.  He 
attended  school  until  he  v/as  18  years  of  age,  and  then 
began  work  as  a  carpenter.  He  worked  at  this  trade 
three  years  with  his  father,  and  then  began  firing  a  sta- 
tionary engine  at  that  place.  Later  he  was  employed  as 
a  sawyer  at  Conneaut  Lake  and  Geneva,  Pennsylvania. 
In  the  spring  of  1880  he  secured  a  position  on  the  New 
^'<lrk,  Pennsylvania  &  Ohio  Railroad  as  bridge  car- 
penter,  and  in  the  fall  of   1880.  began  his  career  as  a 


482 


ERIE    RAILWAY    EDITION. 


M.    H.    SHAT. 


WILLIAM  J.  SHEPHERD. 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


483 


fireman  on  that  road.  After  firing  about  one  year  he 
left  and  went  to  Dayton,  Ohio,  where  for  a  month  and 
a  half  he  fired  on  the  Toledo,  Cincinnati  &  St.  Louis 
Railroad,  being  then  promoted  to  engineer.  He  ran 
an  engine  on  that  road  about  one  year,  and  then  re- 
turned to  Meadville,  Pennsylvania,  where  he  was  again 
employed  as  a  fireman.  December  25,  1885,  he  made 
his  first  trip  as  an  engineer  to  Salamanca  and  return. 
Mr.  See  has  been  very  lucky,  having  never  had  a  wreck 
to  delay  traffic.  At  the  time  of  his  promotion  he  was 
working  in  the  capacity  of  Traveling  Fireman.  Mr. 
See  joined  Division  16,  B.  of  L.  E.,  at  Galion.  Ohio, 
while  running  out  of  Dayton,  Ohio,  and  on  his  re- 
turn to  Meadville,  joined  Division  43,  B.  of  L.  E.,  at 
that  place.  In  December,  1880,  he  was  united  in  mar- 
riage to  Miss  Mary  Billings  of  Geneva,  Pennsylvania. 
They  have  two  children,  Ola,  aged  17.  and  Junie, 
aged  IS. 


BENJAMIN   SHAY, 
Port  Jervis,  New  York. 

The  subject  of  this  sketch,  Benjamin  Shay,  was 
born  in  Fairdale,  Susquehanna  County,  Pennsylvania, 
January  24.  1843.  He  left  school  at  the  age  of  18. 
after  securing  a  fine  education,  and  then  turned  his 
attention  to  farming,  which  he  followed  until  1873. 
He  entered  the  Erie  shops  at  Port  Jervis,  working 
there  three  months,  then  being  advanced  to  fireman. 
For  eight  years  he  handled  the  shovel,  and  in  1881 
received  promotion  to  engineer,  and  now  is  running 
on  train  79,  the  fast  western  freight.  Mr.  Shay  was 
married  to  Miss  Hannah  Louisa  Hcndershot  of 
Agusta,  New  Jersey,  on  January  28,  1864,  and  two 
children  have  been  born  to  them,  one  of  whom.  Theo- 
dore Shay,  is  proprietor  of  the  Delaware  House  in 
Port  Jervis.  Mr.  Shay  has  had  several  close  calls  from 
death,  but  fortunately  escaped  without  even  serious 
injury.  On  one  occasion  at  Susquehanna  a  coal  train 
for  Carbondale  stopped  at  the  junction  and  train  No. 
35,  following,  ran  into  the  coal  train,  throwing  two 
box  cars  over  onto  the  v/est-bound  track.  Mr.  Shay 
was  coming  west  with  a  freight  train  and  ran  into  the 
obstruction  on  the  bridge.  His  engine  jumped  the 
track  and  ran  half  across  on  the  ties,  but  Mr.  Shay 
stuck  to  his  place  until  the  end  of  the  bridge.  He 
and  the  fireman  then  jumped  down  the  forty-foot  em- 
bankment and  were  pretty  badly  injured.  The  three 
engines  and  four  cars  were  all  off  the  track  on  the 
bridge  at  once.  Another  occasion,  while  running 
thirty-five  miles  an  hour,  a  tire  broke  on  a  reverse 
curve,  and  came  near  running  the  train  into  a  high 
rock  cut,  but  through  his  presence  of  mind  the  acci- 
dent was  averted.     Mr.  Shay  is  a  member  of  the  B.  of 


L.  E.,  and  is  a  highly  respected  citizen  of  his  city. 
At  the  time  this  sketch  is  written  Mr.  Shay  is  in  the 
Port  Jervis  hospital  recovering  from  serious  injuries 
received  in  the  big  wreck  on  the  Erie  the  night  of 
July  29,  i8gg.  He  was  pulling  fast  freight  82,  and  just 
east  of  Lackawaxen  encountered  a  big  landslide, 
which  the  storm  of  the  night  had  caused.  His  engine, 
the  898,  was  thrown  over  onto  the  west-bound  track 
with  many  cars,  and  he  was  hurled  down  the  em- 
bankment. His  first  thought  was  of  the  Vestibule 
Flyer  No.  7,  which  was  due  at  about  this  time,  but 
when  he  attempted  to  get  up  to  go  and  flag  her  he 
found  he  was  so  seriously  injured  he  could  not  help 
himself.  Just  then  the  headlight  of  No.  7  came  into 
view  and  an  instant  later  the  heavy  train  with  its  load 
of  human  freight  dashed  into  the  wrecked  freight  en- 
gine and  cars.  Fortunately  only  two  were  killed — 
Engineer  Outwater  and  Fireman  Sell  of  No.  7 — 
though  a  score  or  more  were  injured.  For  seven 
weeks  Mr.  Shay  was  compelled  to  lay  on  his  back  in 
one  position,  but  the  doctors  say  he  will  soon  be  as 
well  as  ever  and  ready  to  resume  his  perilous  calling. 


PATRICK  SHEA, 
Rochester,  New  York. 

Forty-five  years  ago  Patrick  Shea  performed  an 
heroic  act  that  has  perhaps  slipped  the  memory  of 
every  one  save  Mr.  Shea  and  the  man  who  was  bene- 
fited. The  same  act  performed  today  would  entitle 
Mr.  Shea  to  a  life-saver's  medal  and  bring  him  exten- 
sive notice  in  the  local  papers.  The  occasion  re- 
ferred to  was  when  Frederick  Douglass  of  Rochester, 
who  was  skating  on  the  Genesee  River  with  a  lady 
companion,  broke  through  the  ice,  and  Mr.  Shea,  who 
was  on  duty  near  the  scene  of  the  accident,  rescued 
him  at  the  risk  of  his  own  life.  Mr.  Shea  was  born 
in  Ireland  on  April  15,  1831,  being  the  son  of  Michael 
Shea,  a  farmer.  The  young  man  came  to  America  in 
1849,  locating  at  Quebec,  where  he  engaged  in  farming 
for  three  years.  In  1852  he  came  to  the  United  States 
and  soon  afterward  secured  a  position  as  engine  wiper 
in  the  roundhouses  at  Avon  and  Batavia.  After  work- 
ing in  this  capacity  for  a  number  of  years  he  was  grad- 
ually advanced  in  the  importance  of  his  position  until 
he  finally  was  made  assistant  engine  dispatcher.  He 
commenced  firing  in  1865,  and  in  April,  1868,  was  pro- 
moted to  engineer.  He  ran  in  the  freight  service  for 
one  year  and  was  then  assigned  to  a  day  switch  engifie 
at  Rochester,  which  he  has  held  for  the  past  thirty 
years.  Mr.  Shea  was  married  in  June.  1857.  to  Miss 
Mary  Birmingham,  who  died  in  January,  1898,  and 
was    buried    in    the    Catholic    cemetery    at    Rochester. 


1484 


ERIE    RAILWAY    EDITION. 


Five  children  were  born  to  tliem,  of  wliom  Jilicliael. 
aged  37,  an  oil  dealer  of  Rochester,  is  the  eldest;  John, 
aged  34,  is  a  clerk,  and  served  with  the  Rochester  regi- 
ment through  the  late  war  with  Spain;  William,  aged 
31,  is  a -bookkeeper;  Mary  and  Kate,  both  reside  at 
home.  JNIr.  Shea  is  a  member  of  Division  No.  15, 
B.  of  L.  E.,  and  is  highly  regarded  by  all. 


CHARLES  C.  SHEARS,  JR., 

Newburgii,   New  York. 

The  subject  of  this  sketch  was  born  in  Pond  Eddy, 
Sullivan  County,  New  York,  on  March  6,  1863.  He  is 
the  Sim  of  Charles  C.  Shears,  Sr.,  a  canal  contractor 
on  the  Delaware  &  Hudson  Canal  and  still  residing  in 
Pond  Eddy.  Mr.  Shears  left  school  at  the  age  of  13 
and  took  service  with  the  canal  company,  working  for 
them  until  1885,  when  he  concluded  to  try  the  carpen- 
ter's trade  for  a  short  spell.  It  took  just  a  year  to  con- 
vince him  that  he  was  not  "cut  out"  for  a  carpenter, 
and  he  next  tried  railroading,  entering  the  service  of 
the  Erie  in  October,  1887,  as  a  fireman,  running  be- 
tween Port  Jervis  and  Jersey  City.  Here  Mr.  Shears 
seems  to  have  found  the  calling  for  which  he  is  just 
suited,  for  in  three  years'  time  he  was  deemed  com- 
petent to  take  charge  of  an  engine,  and  in  February, 
1890,  was  promoted  to  engineer  with  high  honors. 
After  running  extra  on  freight  a  short  time  he  was 
assigned  to  a  switch  engine  in  the  Newburgh  yards, 
where  he  continues  to  serve.  Mr.  Shears  is  a  mem- 
ber of  Adopted  Lodge  No.  i,  B.  of  L.  F.,  of  Port 
Jervis,  is  a  highly  popular  engineer,  and  is  well  liked 
by  his  acquaintances  and  associates  generally. 


WILLIAM  J.    SHEPHERD, 

Lima,    Ohio. 

William  J.  Shepherd  was  born  in  Marion,  Ohio, 
November  20,  1865,  and  is  the  son  of  S.  E.  Shepherd, 
a  farmer  of  Marion  County.  Mr.  Shepherd  received 
a  fine  education,  and  on  leaving  school  began  his  rail- 
road career  in  the  employ  of  the  Chicago  &  Atlantic. 
For  awhile  he  was  employed  as  a  wiper  and  then 
to  firing  up  engines  in  the  roundhouse  at  Marion.  He 
commenced  firing  on  Christmas  day,  1887,  and  after 
working  a  year  in  the  Marion  yards,  was  given  a 
run  on  the  road.  He  remained  in  this  branch  of  the 
service  until  May  16,  iSgi,  on  which  date  he  was  ad- 
vanced to  engineer  and  placed  in  charge  of  a  switch 
engine  in  the  Lima  yards,  which  he  still  retains.  On 
January  28,  1886,  Mr.  Shepherd  was  united  in  mar- 
riage to   Miss   Elizabeth   McClain,   daughter   of   P.    E. 


McClain,  a  contractor  and  plasterer  of  Marion.  Mr. 
Shepherd  is  a  secret  order  man  of  some  distinction, 
being  affiliated  with  William  Hugo  Lodge  No.  166, 
B.  of  L.  P.,  of  Huntington;  Lodge  No.  205,  F.  &  A. 
M.,  of  Lima;  the  Chapter,  Council  and  Commandery 
of  the  Masonic  Order,  and  Marion  Lodge  402,  K.  of 
P.  He  is  at  present  High  Priest  of  Chapter  49,  and 
for  a  year  was  Worthy  Master  of  the  F.  &  A.  M. 
Lodge,  receiving  a  fine  jewel  when  he  became  Past 
Master,  in  recognition  of  his  services  as  air  officer. 
Mrs.  Shepherd  is  a  member  of  the  Eastern  Star  of 
Lima.  Citizens  of  Lima  regard  Mr.  Shepherd  as  one 
of  the  influential  men  of  the  city,  while  in  railroad 
circles  he  is  looked  upon  as  a  fine  engineer  and  a  man 
whose  acquaintance  is  worth  having. 


JOHN   SHERIDAN, 
Buffalo,  New  York. 

The  son  of  James  ShL'ridan,  a  sailor  on  Lake  Erie, 
the  subject  of  this  sketch,  was  born  in  Buffalo,  New 
York  on  November  15.  1862.  He  studied  in  the  pub- 
lic schools  of  his  native  city  until  he  was  15  years  of 
age,  leaving  in  the  summer  of  1877  to  accept  a  posi- 
tion as  messenger  boy  in  the  service  of  the  Erie. 
After  a  year  he  went  to  work  in  the  machine  shop, 
laboring  there  for  two  years  as  a  machinist.  In  July, 
1880,  he  was  advanced  to  fireman  and  for  the  ensuing 
eight  years  ran  on  the  Buffalo  Division,  his  efficient 
work  winning  him  promotion  to  engineer  on  May  18. 
1888.  He  was  immediately  assigned  to  a  switch  en- 
gine in  the  Buffalo  yards  and  has  continued  in  that 
position  ever  since.  On  October  11,  1882,  Mr.  Sheri- 
dan was  married  to  Miss  Margaret  jNIurphy,  daughter 
of  Frank  iSIurphy,  a  blacksmith  of  Buffalo.  They  have 
a  family  of  seven  children,  of  whom  Edward,  aged 
17,  who  is  learning  the  machinist's  trade,  is  the  oldest; 
Bessie,  Francis,  Margaret  and  Stanley  are  attendin.g 
public  school,  the  other  children  being  Claj'e,  aged 
5,  and  Gertrude,  6  months.  Mr.  Sheridan  is  a  mem- 
ber of  Division  No.  15.  B.  of  L.  E.,  and  the  C.  ^I.  B. 
A.  of  Bufifalo.  Mrs.  Sheridan  is  a  member  of  the 
L.  C.  B.  A.  They  live  in  their  own  pretty  cottage  on 
Fulton  street,  surrounded  by  a  circle  of  admiring 
friends. 


WILLIAM  H.  SHIDELER, 
Huntington,    Indiana. 

William  H.  Shideler,  one  of  the  Erie's  recently  pro- 
moted engineers  and  an  influential  citizen  of  Hunting- 
ton,  was   born   in   Hiuitington    County,    Indiana,    May 


AMERICAN    LOCOiMOTR'E    ENGINEERS. 


485. 


20,  1882.  His  father  was  Benjamin  Shideler,  a 
pioneer  farmer  of  Indiana,  and  the  young  man  attended 
school  until  he  was  18  years  of  age,  receiving  a  fine 
common  school  education.  After  leaving  school  he 
worked  on  his  father's  farm  for  a  while,  and  also 
learned  the  carpenter  trade.  In  i88g  he  began  his 
railroad  career,  working  a  while  as  a  carpenter  in  the 
car  shops  and  in  the  roundhouse  of  the  Erie  at  Hunt- 
ington. In  October,  1890,  he  secured  a  position  as 
fireman  under  Master  Mechanic  Selby,  and  in  that 
capacity  worked  until  December,  1898,  when  his  ability 
was  rewarded  by  promotion  to  engineer.  l\Ir.  Shideler 
is  a  young  man  of  good  education  and  stands  high  in 
the  calling  he  has  chosen.  Although  he  has  been  an 
engineer  but  a  short  time,  he  has  already  demon- 
strated his  ability  to  the  entire  sat\sfaction  of  his  su- 
periors. He  stands  high  in  the  estimation  of  his  fel- 
low workmen,  and  is  a  member  of  Salimony  Lodge 
No.  392,  I.  O.  O.  F.,  of  Warren,  Indiana.  He  was 
married  November  I,  1887,  to  Miss  Emma  L.  Flem- 
niing,  daughter  of  Job  Flemming.  They  have  one 
child.  Opal  .•\.  Shideler,  an  interesting  little  girl  of  9 
years,  who  is  now  attending  public  school. 


HENRY   SCHILLING, 

Attica,   New  York. 

Henry  Schilling  was  13  years  of  age  when  his  pa- 
rents emigrated  to  the  LTnited  States  from  Switzer- 
land, where  he  was  born  in  July,  1837.  He  had  at- 
tended school  in  his  native  coimtry  for  a  number  of 
years,  and  was  consequently  a  bright  lad.  After  a 
year  in  an  American  school  he  turned  to  the  sterner 
affairs  of  life,  and  began  work  in  the  Eastern  Hotel 
at  Buffalo.  He  remained  there  six  years,  leaving  to 
accept  a  position  as  braketnan  on  the  Erie  between 
Dunkirk  and  Hornellsville.  After  three  years  of  ser- 
vice in  this  capacity  he  was  advanced  to  fireman  and 
transferred  to  the  Northwest  Dvision  from  Hornells- 
ville to  Attica.  In  1866.  wdien  the  road  was  consoli- 
dated, he  ran  through  to  Buffalo.  He  was  promoted 
to  engineer  in  March.  1864,  and  ran  in  the  freight 
service  until  1869,  when  he  was  changed  to  construc- 
tion train,  which  he  ran  until  1883,  eight  years  of 
which  time  he  acted  as  both  engineer  and  conductor. 
In  1883  he  was  advanced  to  running  accommodation 
train  from  Attica  to  Buffalo,  and  in  1885  ran  accom- 
modation from  Attica  to  Hornellsville.  In  1895  he 
I  was  given  a  run  on  Nos.  20  and  7,  between  Buffalo 
j  and  Hornellsville,  which  important  duty  he  still  has. 
Mr.    Schilling   has   made   many   fast    runs,    and   is    held 


in  high  regard  by  both  officials  and  acquaintances.  He 
has  had  several  accidents,  but  none  that  could  be 
classed  as  serious,  from  a  railway  man's  standpoint. 
January  11,  1864,  while  he  was  firing,  a  big  snow  storm 
caused  his  engine  to  turn  over  near  Lancaster,  New 
York.  In  the  winter  of  1879  his  engine  was  at  the  head 
of  seven  others  in  a  snow  drift  west  of  Lancaster. 
There  were  tour  feet  of  snow  anil  the  other  engines 
being  heavier  than  his  doubled  Inm  up  and  put  him 
off  the  track.  Mr.  Schilling  was  married  -Vpril  26, 
1868,  to  Miss  Caroline  Stack  of  Attica.  They  have 
no  children.  He  is  a  member  of  the  B.  of  L.  E.  and 
A.  O.  v.  W'.:  he  joined  the  Masons  in  1872,  and  is  a 
past  master  of  his  lodge. 


JOHN  SCHINDLER, 
Huntington,    Indiana. 

A  prominent  citizen  and  respected  resident  of  Hunt- 
ington is  John  Schindler.  He  and  his  estimable  wife 
reside  in  one  of  the  prettiest  homes  on  First  street, 
and,  though  no  children  have  come  to  bless  their 
union,  theirs  is  a  happy  home,  where  neighbors, 
friends  and  relatives  delight  to  visit,  for  Mr.  Schindler 
and  his  wife  are  admirable  hosts.  Mrs.  Schindler  was 
Miss  Mary  A.  Rudisill  before  her  luarriage  to  Mr. 
Schindler  in  November,  1875.  She  was  the  daughter 
of  a  prominent  merchant  of  Circleville,  Ohio,  wdio  was 
one  of  Ohio's  brave  soldiers  during  the  war  of  the 
rebellion.  j\lr.  Schindler  was  born  in  Dayton,  Ohio, 
May  24,  1853.  His  father  being  a  farmer,  he  attended 
school  and  assisted  at  farm  work  until  he  was  past 
14.  He  tried  several  avocations,  among  others  that, 
of  running  a  planer  in  a  sash,  door  and  blind  factory. 
In  1871  he  saw'  his  first  railroad  service  with  the  Cin- 
cinnati, Hamilton  &  Dayton  Railroad,  in  the  capacity 
of  brakeman,  and  for  six  years  he  worked  on  trains 
running  between  Dayton  and  Cincinnati.  Leaving  the 
C.  H.  &  D.,  he  secured  work  with  the  New  York, 
Pennsylvania  &  Ohio  Railroad  as  a  switchman  in  the 
Dayton  yards.  In  1880  he  began  firing  for  the  same 
company,  and  after  five  years  efficient  work  he  was 
promoted  to  engineer  under  C.  J.  Clifford,  and  ran 
trains  between  Dayton  and  Kent.  After  the  Chicago. 
&  .\tlantic  was  constructed  he  accepted  a  similar  po- 
sition on  the  Chicago  branch,  where  for  the  past  twelve 
years  he  has  run  between  Huntington  and  Gallon,  and 
on  many  occasions  he  has  demonstrated  his  thorough 
capabilities  as  an  engineer.  He  is  a  member  of  B.  of  L. 
E.  and  .-X.  O.  U.  W.  Lodge.  No.  44.  at  Huntington. 


486 


ERIE    RAILWAY    EDITION. 


FRANK  SHIRTLIFF, 

Meadville,  Pennsylvania. 

Frank  Shirtliff's  earthly  career  began  June  4,  1840, 
on  a  farm  two  miles  east  of  Kent,  Portage  County, 
Ohio.  He  attended  school  and  assisted  his  father  on 
the  farm  until  the  spring  of  1861,  when  he  enlisted  in 
the  l6th  Michigan  Infantry  in  the  company  known  as 
"Brady's  Sharpshooters,"  and  was  assigned  to  the  3d 
Brigade,  1st  Division,  5th  Corps,  Army  of  the  Poto- 
mac. He  served  with  creditable  bravery  and  distinc- 
tion 1,212  days,  and  when  he  was  mustered  out  and 
had  returned  to  the  life  of  a  civilian  he  was  offered 
a  position  as  fireman  on  the  Atlantic  &  Great  Western 
Railroad,  in  the  spring  of  1865.  He  accepted  the  po- 
sition and  then  began  his  exceptionally  successful  ca- 
reer as  a  railroad  man.  His  first  service  was  in  the 
Corry  shop  with  engine  13,  and  his  first  road  work  was 
on  the  Corry  accommodation  on  engine  54,  with 
George  Elmore.  For  the  ensuing  four  years  he  worked 
on  the  second  division  on  different  engines  and  runs, 
and  on  September  17,  1869,  was  called  to  take  out 
engine  123;  on  his  return  he  was  put  on  the  extra  list 
of  engineers,  and  the  following  June  he  was  promoted 
to  a  regular  engine,  112,  which  he  ran  until  July,  1886, 
in  the  freight  service  on  rounds  on  both  divisions  and 
Franklin  Branch.  After  eighteen  years  he  was  pro- 
moted to  a  regular  run  in  the  passenger  service,  and  the 
clear  record  of  his  past  demonstrates  that  he  is  an  en- 
gineer of  the  highest  type  of  efficiency.  He  now  has 
a  run  on  the  important  passengers  Nos.  3  and  8.  on  the 
Meadville   Division,  west. 


ALVIN  C.  SHOWALTER, 
Kent,  Ohio. 

Alvin  Showalter  was  but  a  boy  of  14  years  and  7 
months  when  he  enlisted  in  Company  I  of  the  loth 
Ohio  Cavalry.  Boy  though  he  was  in  years,  he  had  the 
fortitude  and  bravery  of  a  man,  and  under  General 
Sherman  participated  in  some  of  that  fearless  general's 
hardest  fights,  and  was  with  him  on  the  famed  march 
to  the  sea.  He  was  slightly  injured  in  the  lively  skir- 
mish at  Lovejoy  Station,  Georgia,  and  at  Aiken,  South 
Carolina,  he  was  taken  prisoner,  and  from  that  time 
till  the  close  of  the  war  he  was  forced  to  accept  the 
hospitality  of  the  Confederates  in  the  prisons  that  have 
become  famous  in  history.  He  was  at  Salisbury,  North 
Carolina;  Danville,  Virginia;  "Castle  Thunder."  Rich- 
mond; and  "Libby".  He  was  one  of  the  last  party 
that  left  "Libby"  on  April  2,  1865,  and  was  mustered 
out  at  Camp  Chase,  Columbus,  Ohio,  June  12,  1865. 
In  1867  he  re-enlisted  in  the  29th  Regular  Infantry,  re- 


maining until  1869,  when  he  was  honorably  discharged. 
He  was  born  at  Wadsworth,  Ohio,  March  11,  1848,  and 
attended  school  till  he  was  12  years  of  age.  His  father 
was  Jacob  Showalter,  a  farmer  and  an  early  settler  of 
Ohio.,  After  leaving  the  regular  army  service  in  1869 
he  farmed  until  January,  1873,  when  he  secured  a  sit- 
uation as  fireman  on  the  Atlantic  &  Great  Western 
Railroad.  He  fired  four  years  on  freight  and  one  year 
on  passenger,  and  in  June,  1878,  was  promoted  to  en- 
gineer, in  which  position  he  has  been  an  efficient  em- 
ploye ever  since.  He  has  run  freight  for  the  past 
twenty-seven  years,  doing  passenger  service  at  occa- 
sional times.  He  has  run  all  the  trains  on  his  division 
at  different  times  and  has  established  himself  firmly 
in  the  confidence  of  the  officials,  who  have  frequently 
complimented  him  on  his  good  work.  He  was  married 
June  17,  1871,  to  Miss  Nellie  J.  Grotz,  daughter  of 
Abraham  Grotz,  a  harness  maker  of  Wadsworth.  They 
have  but  one  child,  Carrie  M.,  an  intelligent  young 
lady  of  21  years,  who  was  educated  in  Kent  and  at 
Buchtel  College.  Mr.  Showalter  is  a  member  of  B. 
of  L.  E.,  Division  16,  and  A.  H.  Day  Post  No.  185, 
G.  A.  R.  of  Kent.  -He  owns  a  valuable  residence  on 
West  Main  street  and  is  regarded  as  an  influential  resi 
dent  of  the  city. 


JAMES   HENRY   SCHUFELT, 
Buffalo,  New  York. 

A  descendant  of  the  eld  Holland  Dutch  settlers  of 
the  beautiful  valley  of  the  Mohawk  is  James  Henry 
Schufelt,  and  he  rightfully  takes  pride  in  that  geneal- 
ogy. Born  in  Schenectady  County  in  1847,  he  attended 
school  at  the  old  country  school-house  at  Niskayuna, 
until  his  eleventh  year,  when  by  the  death  of  his  father 
he  was  thrown  upon  his  own  resources  for  his  support. 
But  the  indomitable  will  bequeathed  him  by  his  fore- 
fathers rose  to  the  occasion.  He  obtained  work  on 
a  farm,  for  which  he  received  his  board,  washmg  and 
$2.00  per  month;  from  this  slender  amount  he  managed 
to  clothe  himself,  and  in  the  winter  time  was  allowed 
the  privilege  of  attending  school.  Later,  he  went  to 
Schenectady,  and  there  worked  for  a  Mr.  Livingston, 
for  his  board,  room  and  clothes.  Here  he  remained 
until  he  had  attained  the  age  of  17,  losing  no  opportun- 
ity, in  the  meanwhile,  of  attending  school.  At  this 
period  he  went  to  Albany,  where  he  obtained  work  in 
the  New  York  Central  foundry,  cleaning  castings  at 
first,  and  then  making  cores.  At  the  request  of  Engine 
Dispatcher  Hubbard,  he  gave  up  his  work  there,  and 
came  to  Buflfalo,  where,  through  Mr.  Hubbard's  rec- 
ommendation, he  obtained  a  situation  from  M.  E. 
Brown,  as  fireman  on  a  switching  engine,  in  the  yards. 
Here  he  remained  about  eighteen  months,  when  he  was 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


487 


^^^^^^^^^^^^H^  1^                 '  ^^^^H 

■ 

^H    ^^ 

H 

^^^HT*        ^^ 

^1 

1 

FRANK   SIIIRTI.IFl' 


JEFFERSON  F.  SLUSSER. 


4Sg 


ERIE    RAILWAY    EDITION. 


put  on  a  passenger  engine  between  Buffalo  and  Hor- 
nellsville,  which  he  held  until  1879,  when  he  was  pro- 
moted, and  given  a  freight  extra.  Although  Mr.  Schu- 
felt  has  run  on  single  as  well  as  double  tracks,  he  has 
never  had  a  serious  accident.  He  has,  it  is  said,  made 
many  fast  runs,  but  his  innate  modesty  prevents  him 
from  speaking  of  them.  He  liad  charge  of  a  construc- 
tion train,  while  the  track  was  being  changed  from  sin- 
gle to  double.  He  held  his  regular  run  for  ten  years, 
and  is  now  on  the  fast  stock  run  east,  and  fast  freight 
west.  It  is  a  fact  not  generally  known,  that  the  com- 
pany is  more  particular  about  the  time  of  the  stock  run 
than  even  that  of  passenger  trains,  and  the  fact  that 
Mr.  Schufelt  is  in  charge  of  this  important  run  speaks 
volumes  for  his  ability  and  carefulness.  The  fast  freight 
west,  from  Buffalo  to  Hornellsville,  train  82-83,  leaving 
6:30  a.  m..  every  other  day,  is  quite  a  butcher,  having 
a  record  of  killing  fourteen  cattle  in  one  second;  how- 
ever, it  has  never  killed  a  man,  and  Mr.  Schufelt  is  very 
thankful  therefor.  Mr.  Schufelt  is  a  member  of  no 
organization,  and,  although  an  engineer  by  choice — 
a  profession  which  he  would  change  for  none  other — 
he  takes  pride  in  the  fact  that  he  is  descended  from  a 
long  line  of  tillers  of  the  soil.  How  he  came  to  have 
the  craving  for  a  railroad  life  he  knows  not;  but 
through  all  the  years  of  his  boyhood,  when  striving  so 
manfully  to  lighten  the  cares  of  his  mother,  he  felt  with- 
in his  breast  that  longing,  and  his  determination  to  en- 
ter that  life  and  to  succeed  therein  has  been  crowned 
as  recited  above.  Mr.  Schufelt  is  unmarried,  and  says 
that  he  will  probably  always  remain  so.  His  life  has 
been  devoted  to  the  welfare  and  comfort  of  that  moth- 
er, for  whom  he  showed  such  solicitous  regard  in  early 
life,  and  whose  declining  years  are  made  happy  by  the 
devotion  of  her  son.  It  is  to  such  men  as  this,  that 
we  feel  we  can  trust  our  limbs  and  lives,  as,  with  hand 
on  throttle  and  eyes  looking  straight  ahead,  they  dash 
at  lightning  pace  through  storm  and  sunshine,  by  day 
anil  by  night,  knowing  full  well  that  the  safety  of  all 
behind  them  depends  upon  their  individual  courage, 
ability  and  fidelity. 


WALTER   C.   SHURTLEFF. 

Huntington,  Indiana. 

In  the  twenty-three  years  that  Walter  C.  Shurtleff 
has  been  an  engineer  he  has  run  on  eight  different 
roads,  and  with  each  change  he  has  met  with  expe- 
riences that  have  broadened  his  usefulness,  and  at 
the  same  time  he  has  been  mounting  higher  in  his 
chosen  work.  He  was  born  in  Panama,  New  York, 
June  4,  1849,  and  was  the  son  of  Otis  Shurtleff,  a 
butcher  and  carpenter  of  that  place.  He  attended 
school  until  he  was  18  years  of  age,  acquiring  a  good 


common-school  education,  and  then  worked  for  a  year 
witli  his  father  as  a  carpenter.  In  1868  he  secured  a 
position  as  brakeman  on  the  Detroit  &  Milwaukee, 
running  between  Detroit  and  Grand  Haven.  Then  he 
entered  the  employ  of  the  Pittsburg,  Fort  Wayne  & 
Chicago  railroad  as  brakeman,  and  after  a  year  and 
a  half  left  to  take  a  trip  west.  On  his  return  in  1871 
he  re-entered  the  employ  of  the  P..  F.  W.  &  C,  as  a 
fireman,  running  between  Fort  Wayne  and  Crestline. 
Ohio.  He  was  transferred  to  the  Grand  Rapids  & 
Indiana  Railroad,  and  in  1876  was  promoted  to  en- 
gineer. He  ran  for  three  years  between  Fort  Wayne 
and  Grand  Rapids,  and  then  went  to  the  Cincinnati, 
Jackson  &  Mackinaw  and  remained  one  year,  during 
which  time  he  ran  the  first  passenger  train  from 
Van  Wert  to  Paulding,  Ohio.  He  entered  the  employ 
of  the  "Big  Four"  in  1881,  and  for  a  year  ran  between 
Kankakee,  Illinois,  and  Cincinnati.  Leaving  the  "Big 
Four"  he  secured  a  position  on  the  Queen  &  Crescent, 
and  for  seven  months  ran  between  Kentucky  cities 
and  Oakdale,  Tennessee.  The  next  three  years  were 
spent  with  the  Wabash  Railroad,  running  between  An- 
drews, Tilton  and  other  terminals.  He  then  went  west 
and  for  ten  months  was  employed  on  the  Atchison. 
Topeka  &  Santa  Fe,  running  between  Las  Vegas  and 
Albuquerque.  New  Mexico.  While  with  this  company 
he  set  up  an  engine  at  Topeka  and  took  her  through 
to  the  coast.  He  also  took  a  new  engine  from  the 
Atlantic  &  Pacific  shop  at  Albuquerque  to  Needles, 
California,  and  then  ran  for  awhile  between  Needles, 
Barstow  and  Peach  Springs.  He  resigned  to  go  with 
the  Southern  Pacific,  and  for  a  year  ran  between  Los 
Angeles  and  Sumner,  California.  In  1888  he  returned 
east  and  engaged  as  an  engineer  on  the  Chicago  & 
Atlantic  Railroad,  where  he  has  remained  the  past 
eleven  years,  and  where  his  services  are  highly  appre- 
ciated. On  November  17.  1875.  he  was  married  to 
Miss  Amelia  L.  Smith  of  Fort  Wayne,  Indiana,  and 
three  children  have  been  born  to  them — Eva  M.,  aged 
23;  Edward  O.,  aged  ig,  now  working  as  a  machinist 
in  the  Huntington  shops,  and  Clarence  E.,  aged  15, 
attending  school.  Mr.  Shurtleff  is  a  member  of  B. 
of  L.  E.,  Division  221;  Amity  Lodge,  No.  483,  A.  F.  & 
A.  M.  He  was  first  chief  of  the  local  division  when 
located  at  Andrews,  Indiana,  and  has  held  different 
subordinate  offices.  He  is  recognized  as  a  good  citi- 
zen and  enjoys  a  wide  circle  of  friends. 


ROBERT  W.   SKINNER. 
Matamoras,   Pennsylvania. 

Robert  W.  Skinner  was  born  at  Port  Orange, 
Orange  county.  New  York,  on  August  27,  1859,  and 
after  attending  school  at  the  place  of  his  birth  up  to 


I 


AMKKICAX    LOCOMOTIVE    ENGINEERS. 


489 


about  the  age  of  15  he  entered  upon  his  first  employ- 
ment  as   a  teainster  at   Westbrookville,   and   followed 
up   this  business  afterward   by  driving  for  his   grand- 
father,   A.    J.    Skinner,    at    Port    Orange.     Subsequent 
to    this    he    was    employed    on    a    canal    boat   between 
Port   Orange  and   New   York   for  a   brief  period,   and 
also  worked  for  Pluck  and  Godefroy  upon  their  prop- 
erties.    He  next  moved  to  Oakland  Valley,  and  for  a 
time  drove   a   team   for   Ben   Case,   and   then   came   to 
Port  Jervis,   putting   in   his   first   season   at   that   place 
as  driver  of  an  ice-wagon.     On  February  14,   1883,  he 
began    work   for   the    Erie   as   a   fireman   out   of   Port 
Jervis,    his    first    engine   being   No.   623,    and    his   first 
engineer  being  Robert  Lang,  the  run  being  a  freight 
run.        He   continued    as   a    fireman— taking   whatever 
runs  came  to  his  lot,  either  freight  or  passenger— for 
four  years  and  eleven  months,  the  last  eleven  months, 
however,  being  spent  in  continuous  passenger  service, 
this   bringing   his    record    up   to   January   6,    188S,    on 
which  date  he  was  promoted  to  engineer.     Since  that 
time   he   has   been   an   extra   freight   engineer  between 
Port  Jervis  and'  Jersey  City,  and  of  late  has  also  been 
extra    passenger   man.     He    has,   at   the   present   time. 
Engine    No.   903   as    his    regular   engine.     During   his 
service  as  a  fireman  he  was  identified  with  the  Brother- 
hood of  Locomotive  Fireinen,  and  he  still  retains  his 
membership  in  that  brotherhood,  but  he  has  been  lor 
several  years  a  member  of  Division  54  of  the   Broth- 
erhood of  Locomotive  Engineers.     He  is  also  an  Odd- 
Fellow,    belonging   to    Tri-States    Lodge    No.    358,    of 
Port  Jervis,  and  is  a  member  of  the  Epworth  Metho- 
'li:-t    Episcopal    church    of    Matamoras.      Married     in 
I'orestburg,   Sullivan  county.    New  York,   on   Septem- 
ber 27,   1877,   to   Miss   Eliza  J.   Lilley,   his   family   now 
consists   of  seven   children,   one   son   being  at   present 
employed  at  the  stone  crusher  at  Otisville,  one  daugh- 
ter being  employed  at  the  silk  mill  at  Port  Jervis,  and 
the   rest   of   the   family   being  at   home,   two   of  them 
being    at    school    and    two    yet    being    too    young    for 
school    attendance.     Among    other    incidents    of     his 
experience    as    a    fireman     Mr.    Skinner    relates    that 
while  he  was  green  in  the  business  he  went  out  on  a 
trip  with   a  conductor   who  was  as   green  as   he   was, 
and— the  conductor  being  at  the  time  on  the  engine- 
something   seemed    to    be    the    matter    with    the    flues; 
the  draft   stopped,  the  fire   door  blew   open,   his  hand 
was  burned,   the   conductor  got   out   on  the  step   and 
M^as  ready   to  jump,   when   it  was  discovered   that  the 
sinoke-stack  was  stopped  up,  which,  after  all,  did  not 
prove  to  be  a  very  serious  catastrophe.     Since  he  has 
been    running   as   engineer   he    has    had    no    accidents, 
and     barring    one     time     when— an     accident     having 
happened    at    Middletown,    and    a    great    crowd    being 
present  to   look  at   results — he   was   more  attentive   to 
the   crowd   and   its   safety  than   to   the   switches,   he   ran 


off  a  switch,  and  got  ten  days  for  it,  he  has  been  free 
from  any  charge,  and  is  not  on  the  black  books.  Pos- 
sibly owing  to  the  fact  that  as  a  boy  he  had  a  great 
deal  to  do  with  horses  Mr.  Skinner  is  to  tins  day  a 
man  very  fond  of  horseflesh  and.  moreover,  a  very 
good  judge  of  the  same.  This  is  one  fif  ilic  ways  in 
which  he  passes  the  little  leisure  lell  Inni  by  his 
duties,  a  good  share  of  the  rest— in  the  spring,  at 
least,  being  passed  in  the  garden  of  his  beautiful 
property   at    Matamoras. 


CHARLES  SlICLL, 

Cleveland,  Ohio. 

Scattered  among  the  engineers  whose  education 
has  been  gained  principally  from  the  school  of  ex- 
perience are  quite  a  number  who  are  highly  educated, 
ha\iiig  received  college  or  high  school  training. 
One  of  this  class  is  Charles  Shull,  son  of  John  Shall, 
a  contractor  now  residing  in  Youngstown,  Ohio.  He 
was  born  in  Kittanning,  Pennsylvania,  January  19, 
1868,  and  graduated  from  the  school  in  his  native 
place  and  then  attended  the  academy  in  a  neighbor- 
ing city.  In  1887  he  went  to  Cleveland  and  for  six 
months  worked  in  Born  &  Knowles'  nut  and  bolt 
works,  leaving  this  place  to  accept  a  position  as  fire- 
man on  the  Erie.  He  fired  freight  for  six  years  and 
passenger  for  three  years,  being  promoted  to  engineer 
in  January,  1898.  He  ran  regular  but  a  short  time, 
when,  business  falling  off,  he  was  put  on  the  extra 
list  and  given  regular  work  as  a  fireman  on  passenger. 
At  present  he  is  firing  for  the  veteran  Hugh  Larkin 
on  the  Limited  between  Youngstown  and  Cleveland. 
Air.  Shull  has  an  emiaiile  record  as  a  fireman,  and 
his  close  attention  to  business  and  general  ability 
to  do  everything  well  betokens  that  he  will  one  day 
be  one  of  the  most  reliable  men  on  the  list  of  engi- 
neers. He  is  a  popular  member  of  Forest  City 
Lodge  No.  10,  B.  of  L.  F.,  and  is  interested  in  its 
affairs.  On  October  19,  189S,  Mr.  Shull  was  united 
in  marriage  to  Miss  Pearl  Gracey.  daughter  of  Mrs. 
Sarah  Gracey  (her  father  being  dead),  with  whom 
they  reside  in  a  pleasant  home  at  72  University  street. 
Mr.  ShulTs  parents,  two  sisters  and  one  brother  re- 
side in  Youngstown.  where  his  father  is  still  engaged 
in  business  as  a  contractor. 


JEFFERSON   F.    SLUSSER, 

Huntington,   Indiana. 

Jefferson   F.  Slusser  was  one  of  the  soldiers  of  the 
War    nl     Rclicllion.    who    went    out    as    a    private,    and 


490 


ERIE    RAILWAY    EDITION. 


came  back  at  the  head  of  his  company.  He  was  born 
in  Stark  county,  Ohio,  November  15,  1837.  His 
father  was  Jacob  M.  Slusser,  a  plasterer,  and  after 
attending  school  until  he  was  14  years  of  age,  the 
young  man  went  to  work  with  his  father,  and  learned 
his  trade.  When  the  war  broke  out,  he  enlisted  in  the 
Forty-Seventh  Indiana,  under  Colonel  James  R.  Slack. 
For  gallantry  in  service,  he  was  promoted  step  by 
step  until  he  was  at  last  captain  of  the  company  in 
which  he  enlisted.  He  was  slightly  wounded  in  the 
fierce  engagement  at  Champion  Hills,  Mississippi,  in 
186.3,  and  took  a  furlough  of  thirty  days  in  which  to 
recover.  He  then  went  back  to  participate  in  the 
battle  of  Big  Black  river,  siege  of  Vicksburg,  battle 
of  Mobile,  and  the  disastrous  Red  river  expedition, 
and  on  November  5,  1865,  received  his  honorable  dis- 
charge. In  1866  Mr.  Slusser  accepted  a  position  as 
brakeman  on  the  Wabash  Railroad,  running  between 
Andrews,  Indiana,  and  Toledo,  Ohio.  He  was  pro- 
moted to  fireman  in  1873,  and  after  firing  for  seven 
years  with  great  credit  he  was  promoted  to  engineer, 
running  between  Toledo,  Andrews  and  Danville,  Illi- 
nois. He  had  this  run  fcr  about  two  years  when  he 
received  an  offer  from  the  Chicago  &  Atlantic  and  he 
accepted  the  profifered  position.  He  was  assigned  to 
a  construction  train  for  awhile,  hauling  gravel  from 
the  Geneva  pit.  After  a  short  time  he  was  trans- 
ferred to  a  freight  run  between  Chicago  and  Marion. 
He  has  on  many  occasions  demonstrated  that  he  is 
as  good  an  engineer  as  he  was  a  soldier.  He  is 
popular  with  his  fellow  workmen,  and  stands  high  in 
the  esteem  of  his  superiors.  For  the  past  seven  years 
he  has  had  charge  of  the  yard  engine  at  Huntington, 
preferring  this  position  to  road  work,  as  it  allows  him 
to  be  at  home  every  day.  He  was  married  on  March 
3.  1864.  to  Miss  Josephine  Shaffer,  daughter  of  John 
F.  Shafifer,  a  blacksmith  and  farmer  of  Huntington 
county,  Indiana.  They  have  four  children;  William 
T.  is  an  engineer  on  the  Erie;  Dessie,  who  is  at  home, 
was  educated  in  the  Huntington  schools;  Maude  and 
Claude  are  twins.  Maude  is  married  and  resides  in 
Toledo,  while  Claude  is  a  fireman  on  the  Erie  and  re- 
sides at  home.  Mr.  Slusser  is  a  member  of  B.  of  L. 
E.,  Division  No.  221,  and  James  R.  Slack  Post  No. 
137,  G.  A.  R.  Mrs.  Slusser  is  a  charter  member  of 
Good  Will  Lodge.  Auxiliary  B.  of  L.  E.,  also  Vice 
President  and  Insurance  Agent.  She  belongs  to  the 
Relief  Corps  of  the  James  R.  Slack  Post,  G.  A.  R. 
Mr.  Slusser  owns  a  pleasant  home  at  the  corner  of 
Webster  and  Lee  streets.  He  is  one  of  Huntington's 
influential  citizens,  and  with  his  family  enjoys  the  re- 
spect of  all. 


WILLIAM  SLUSSER, 
Huntington,    Indiana. 

"As  the  twig  is  bent  so  is  the  tree  inclined,"  and 
that  is  perhaps  why  William  Slusser  is  one  of  the 
rising  engineers  of  the  Erie  system.  His  father,  J.  F. 
Slusser,  to  whom  we  devote  another  page,  is  one  of 
the  most  competent  men  on  the  Erie,  and  so  it  is 
that  William  Slusser's  earliest  recollections  concern 
engines  and  their  running.  He  was  born  in  Hunting- 
ton, September  25,  1866,  and  acquired  a  first-class 
common  school  education  by  attending  school  until 
he  was  15  years  of  age.  He  then  went  to  work  in  the 
stereotype  department  of  the  Newspaper  Union  at 
Fort  Wayne,  Indiana,  where  he  worked  one  year, 
having  to  give  up  that  vocation  on  account  of  the  close 
confinement  and  torrid  temperature  of  the  stereotyping 
room.  He  was  idle  but  a  few  days,  having  secured  a 
place  as  caller  of  conductors  on  the  Wabash  Railroad 
at  Fort  Wayne,  and  when  the  division  was  moved  to 
Andrews  he  went  there,  remaining  until  1883.  In 
that  year  his  father  came  to  the  Erie  as  engineer  so 
the  young  man  went  to  Huntington  with  the  family. 
He  soon  secured  a  position  as  caller  of  conductors  and 
brakemen,  and  in  a  few  months'  time  was  transferred 
to  the  mechanical  department  where  his  duty  was  that 
of  engine  watcher,  moving  them  about  for  the  coalers, 
and  other  odd  jobs  of  a  like  nature.  In  the  spring 
of  1S84  he  was  put  to  calling  engineers  and  firemen, 
at  which  he  worked  until  September,  1886,  when  he 
was  advanced  to  fireman.  Then  followed  two  years' 
work  in  that  capacity  on  freight  and  three  years  on 
passenger;  the  good  record  he  made  in  that  time 
was  rewarded  in  August,  iSgi,  by  a  merited  promo- 
tion to  engineer.  He  was  assigned  to  the  freight  run 
betv/een  Gabon  and  Chicago,  and  for  the  past  eiglit 
years  has  daily  been  demonstrating  his  entire  fitness 
for  the  important  position  he  holds.  Mr.  Slusser  is  a 
young  man  of  fine  presence  and  pleasing  address;  he 
stands  high  in  the  confidence  of  his  superiors,  is  well 
liked  by  his  fellow  employes  and  is  a  valued  citizen 
of  Huntington.  He  was  married  on  Christmas  Day, 
1889,  to  Miss  Maggie  Cupp,  daughter  of  U.  S.  Cupp. 
a  bridge  carpenter  and  contractor  of  Huntington. 
Two  children  have  been  born  to  them,  both  of  whom 
died  while  quite  young.  Hazel  at  the  age  of  3  years  and 
Grace  when  but  an  infant.  Mrs.  Slusser,  a  very  pleas- 
ant and  social  lady,  is  a  member  of  Auxiliary  Lodge. 
B.  of  L.  E.  Mr.  Slusser  belongs  to  B.  of  L.  E..  Di- 
vision 221,  and  is  a  hospitable  entertainer  at  his  pleas- 
ant home  on  Railroad  Street. 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


491 


WILLIAM    SLUSSER, 


MINARD  SMALLENBURG. 


492 


ERIK    RAILWAY    EDITION. 


MINARD    SMALLENBURG, 
Buffalo,  New  York. 

These  jovial   features   will   be  readily   recognized  by 
many,   if  not  all.  of  the   men  on  the   Buffalo  Division 
as   those   of    Minard    Smallenburg,    known   to   his    su- 
periors as  ■'Truthful."     .Mr.   Smallenburg  was  born  hi 
New  York  City  in  1842.     His  parents  were  natives  of 
Holland  and  bequeathed  to  their  son  their  sturdy  na- 
tional   attributes    of    perseverance,    independence    and 
love  of  country.     When  the  subject  of  this  sketch  was 
S  years  of  age  his  parents  removed  to  Buffalo,  where 
he  attended  school  until   17  years  of  age.     In   1859  he 
went    with    his    family    to    Keokuk,    Iowa,    where    his 
father   had    purchased    a    farm.      There    the    next    two 
years  of  his  life  were  spent  in  'agricultural  pursuits,  in- 
terrupted  in   the   early   spring  of   1861    by   the   sudden 
bugle    call    "to    arms,"    occasioned   by    President    Lin- 
coln's first  call  for  75,000  volunteers  for  three  months' 
service.     True  to  the  patriotic  feelings  instilled  by  his 
parents'  teaching,   Young  Smallenburg,  like  many  an- 
other  modern    Cincinnatus,   abandoned   the    plow   and 
hastened  to  Davenport  where  he  enlisted,  April  24,  1861, 
in  the  2d  Iowa  Volunteer  Infantry,  Colonel  Curtis,  and 
was  assigned  to  duty  with  Company  B,  Captain  R.  M. 
Littler,  who  was  afterwards  President  of  the   Chicago 
Produce  Exchange.     The  first  three  months'  enlistment 
having  been  served,  the  young  soldier  immediately  re- 
enlisted  in  the  same  company  for  three  years,  and  for 
that  length  of  time  took  his  part  in  the  dreadful  scenes 
of  the   Civil   War  as   a  member  of  a  regiment  whose 
record  during  those  bloody  months  was  surpassed  by 
none.     His  first  importar.t  engagement  was  the  siege 
and  capture   of   Fort   Donelson.     Of  this  engageinent 
General  Halleck  said,  "The  2d  Iowa  were  the  bravest 
of  the  brave,"  and  in  recognition  of  their  gallant  ser- 
vice  at   this  juncture   they   were  allowed   the   place   of 
honor  at  the  head  of  the  victorious  column,  that,  with 
drums  beating  and  banners  waving,  marched  into  the 
captured  fort  on  February  14,  1862.     After  many  minor 
engagements  the  2d  Iowa  played  an  important  part  in 
the  battle  of  Shiloh,  April  7,  1862.     On  April  30,  1862, 
the  grand  army  commenced  its  advance  upon  Corinth. 
In  the  words  of  General  U.  S.  Grant,  "the  movement 
was  a  siege  froin  start  to  finish."     It  occupied  exactly 
one   month,   and   on   May   30   the   L'nion    army   under 
General   Halleck   marched   in   and   took  possession   of 
Corinth   evacuated   by   the   orders   of   General    Beaure- 
gard.    Here  the  2d  Iowa  lemained  on  duty  until  April 
II,    1863,   after   which    it    took   part   in    many   engage- 
ments, including  Sherman's  March  to  the  Sea,  which 
lack  of  space   forbids  us  to  detail   here.     Upon  being 
mustered  out  of  service  Mr.   Smallenburg  returned  to 
Tiis  family,  who  had  in  the  meanwhile  removed  from 
Keokuk,  Iowa,  to  Cairo,  Illinois.     But  his  heart,  even 


during   the   heat   of   conllict   and   still   watches   of  the 
night,  when  the  youth  wearily  paced  the  sentry's  beat, 
had  been  in  the  keeping  of  the  sweetheart  of  his  school- 
boy   days.      Accordingly    having    once    more    met    the 
family   circle,   he   posted   off   to    Buff'alo,    where   on   the 
I2th  day  of  January,   1865,  he  was  married  to  "the  girl 
he  left  behind  him,"  Miss  Elizabeth  Lovell.     Returning 
with  his  bride  to   Cairo,   he  embarked  in  the  grocery 
business,  reinaining  there  for  five  years..  In  1870,  how- 
ever, he  again  returned  to  Buffalo,  where  he  secured 
an   appointment    on    the    police    force,    which    he    held 
about   two   years.      He   then    commenced    his   railroad 
career  as  fireman  on  the  Lake  Shore,  until  thrown  out 
of  employment  by  the  great  strike  of  1877,  which  ex- 
tended   over    the    whole    country.      He    then    went    to 
work  for  the  American   Express   Company,   where   he 
was  in  charge  of  the  money  trick,  sometimes  having  as 
much   as  $2,000,000  entrusted  to   his   care.     After  two 
years  of  this  service  he  returned  in  1880  to  a  railroad 
life   firing  on   the    Erie,    where   he   remained   for   nine 
years,    four   of   which    were   put    in   on   the   main   line. 
Mr.   Smallenburg  was  promoted   to  engineer  on    May 
18,   1888,  and  was  given  an  engine  in  the  yards.     j\lr. 
Smallenburg    is    looked    upon    as    truth    itself    by    his 
immediate  superior  officers.     He  will  not  deviate  from 
it.   e\L-n   in   a   business   way.      Mr.   and    Mrs.    Smallen- 
burg reside  at  806  Eagle   Street,   Buffalo.     They  have 
seven    children,    three    of    whom    are    married.      Mrs. 
Minnie  Russell,  wife  of  a  New  York  Central  engineer; 
Mrs.    Elizabeth    Avery,    the    wife    of    the    well-known 
florist,    Robert   Avery,   of   West   Seneca,   and   William 
Smallenburg,   a  prosperous  barber.     Their  other  chil- 
dren    are  Miss  Lulu  Smallenburg,  a  teacher  in  school 
No.  3,  West  Seneca;    Harry  Smallenburg,  principal  of 
the  same  school,  who  is  eligible  as  principal  of  a  city 
school,  having  passed  the  requisite  examination:    Miss 
Ella  Smallenburg,  a  teacher  at  Grand  Island,  and  Miss 
Cora   Bell   Smallenburg,  who  is  still  attending  school. 
Mr.   Smallenburg  is  a  member  of  the  Union  Veteran 
Le.gion   as   well   as   of   Post   Shapin,   No.   2,   G.   A.    R. 
His  wife   is  an   active  inember  of  the   Maccabees  ami 
holds    the    position    of    Chaplain,    Commodore    Hive, 
L.  O.  T.  M. 


CORNELIUS  W.  SMITH, 
Carbondale,   Pennsylvania. 

At  the  age  of  18  Cornelius  W.  Smith  enlisted  in 
Company  D,  2d  New  Jersey  Cavalry,  under  Captain 
Albert  H.  Crump,  and  served  one  year,  being  mustered 
out  in  July.  1865,  at  the  close  of  the  war.  Although 
he  was  in  the  memorable  battles  of  Wolf  River,  Mem- 
phis, Egypt  Station,  and  others  of  lesser  note,  he 
escaped  unhurt  and  bears  no  mark  of  the  fierce  con- 


AMERICAN    LOCOMOTr\-E    ENGINEERS. 


493- 


tlicts  in  which  he  participated.  His  father  was  Con- 
rad A.  Smith,  a  prominent  farmer  of  New  Jersey,  and 
Cornelius  was  born  on  a  farm  in  Warren  County,  that 
state.  December  4.  1S46,  After  leaving  school  he 
worked  on  a  farm  and  at  the  carpenter  trade  until  he 
cnli>Kil  in  the  army  and  on  being  mustered  out  he 
again  worked  at  the  carpenter  trade  until  Aiiril,  1870. 
when  he  began  his  railroad  career  as  a  fireman  on 
the  Erie.  He  ran  between  Port  Jervis  and  Susque- 
lianna  for  a  while,  and  was  then  transferred  to  the 
Jefferson  Division  at  Carbondale  in  1873.  wdiere  he 
was  hostler  and  extra  engineer,  also  doing  machinist's 
work  on  engines,  until  the  spring  of  18S1.  when  he 
was  promoted  to  engineer.  Since  his  promotion  he 
has  continued  to  run  on  the  Jefferson  Division,  and 
by  his  close  attention  to  work  and  highly  competent 
running  has  won  a  place  of  high  esteem  with  his  su- 
periors, while  his  fellow  employes  regard  him  with 
true  friendly  feelings.  In  1883  he  joined  Division  166 
of  E.  of  L.  E.,  but  now  is  affiliated  with  Carbondale 
Division  No.  486;  he  also  belongs  to  G.  A.  R.  Post 
187  of  Carbondale  and  is  prominent  in  its  affairs.  He 
was  united  in  marriage  October  7,  1873,  to  Miss 
Amelia  R.  Rehkop,  daughter  of  Aaron  Rehkop.  a 
hotelkeeper  of  Carbondale.  Two  children  were  born 
to  them,  both  of  whom  died  when  young.  Andrew  at 
(lie  age  of  7  years  and  Louisa  at  the  age  of  5  years. 
Mrs.  Smith  is  a  member  of  the  Ladies'  Auxiliary  to  B. 
of  L.  E.,  and  is  prominent  in  society  afTairs.  Mr. 
Smith  is  a  property  owner  and  a  valued  resident  of 
Carbondale. 


DAVID    L.    SMITH, 

Sus(|uehami  1.   Pennsylvania. 

David  L.  Smitli  was  bcrn  in  Sullivan  County.  New- 
York,  September  9.  1849.  and  being  the  son  of  Joseph 
M.  Smith,  a  farmer,  the  young  man,  after  securing  a 
common  school  education,  took  up  that  avocation  and 
followed  it  successfully  until  1870.  wdien  he  entered  the 
employ  of  the  Delaware  &  Hudson  Canal  Company. 
He  ran  a  boat  on  the  canal  for  four  summers,  taking 
service  with  the  h'.ric  in  the  winter  of  1874  as  fireman. 
He  filed  on  freight  for  eight  years  and  on  passenger 
four  years,  winning  a  merited  promotion  to  engineer 
in  the  winter  of  1886.  wdien  he  was  assigned  to  freight 
service  on  the  Hawdey  Branch  and  Jefferson  Division. 
They  were  both  combined  at  that  time,  and  as  he  re- 
sided in  Port  Jervis,  he  was  sent  whichever  place  he 
was  needed.  After  nine  years  of  efficient  road  work 
he  was  given  a  pusher  from  Susquehanna  yard  to  Gulf 
.Summit,  which  run  he  has  had  for  the  past  four  years. 
On  Christinas  Day.  1872.  Mr.  Smith  was  united  in 
nuirriage  to  Miss  Mary  A.  Johnson,  daughter  of  John 


Johnson,  a  contractor  of  Sullivan  Comity.  New  York. 
Two  children  have  been  born  to  them:  Eraidc  11., 
aged  23,  a  brakeman  on  the  Eric,  and  Fred  L.,  aged  16, 
now  attending  college  at  Middletown,  New  York.  Mr. 
Smith  is  counted  as  one  of  the  Erie's  faithful  and 
elficient  engineers,  is  a  man  of  fine  character  and 
well  liked  by  his  many  acquaintances.  He  is  affiliated 
with  Lodge  No.  54,  B.  of  L.  E.,  of  Port  Jervis;  Port 
Jervis  Lodge,  No.  143.  I.  O.  O.  F. ;    Port  Jervis  Lodge, 


DAVID  L.  SMITH. 

No.  105.  K.  of  P..  and  Summit  Ccnmcil,  No.  87,  Jr.  O. 
U.  A.  M..  of  Jersey  City.  Mr.  Smith's  son,  Frank  H., 
was  injured  in  the  wreck  of  his  freight  train  and  pas- 
senger No.  7  near  Lackawaxen  on  July  29,  1899.  The 
cars  were  piled  up  thirty  cars  back  of  the  engine,  and 
when  the  young  man  was  picked  out  of  the  wreck 
it  was  found  that  his  leg  and  knee  cap  were  broken. 


FRANK   B.    SMITH, 

Newark,    New   Jersey. 

If  Frank  B.  Smith  has  been  but  recently  ni.-idc  an 
engineer  it  is  solely  due  to  the  fact  that  he  did  not 
take  up  railroad  work  until  after  he  had  put  in  quite  a 
number  of  years  in  other  capacities,  for  his  total  record 
of  service  up  to  the  time  of  his  promotion  is  but  a 
brief  one.  He  was  born  on  September  8.  1862,  at 
Owego,  Tioga  County,  New  York,  and  attended 
school  there  and  in  that  immediate  vicinity  up  to  the 
time  he  was  18  years  of  age,  in  the  meanwhile  working 
occasionally  at  carpentering.  At  about  18,  however, 
he  became  a  brakeman  on   what   is  now'  known  as  the 


494 


ERIE    RAILWAY    EDITION 


CORNELIUS  W.  SMITH. 


FRANK  C.   SMITH. 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


496 


South  Central  Branch  of  the  Lehigh  X'alley  Railroad, 
remaining  about  a  year  and  a  halt.  He  then  returned 
to  Owego  and  applied  himself  to  learning  the  car- 
penter's trade  in  good  earnest,  and  for  the  next  eleven 
years  he  put  in  his  time  at  carpentering  during  the 
winter,  and  during  the  sumtner  he  traveled  with  a 
circus,  at  first  in  the  capacity  of  bill  poster  and  for  the 
last  six  years  of  this  experience  as  the  advance  man, 
in  charge  of  the  advance  advertising.  During  this 
period  he  was  connected  with  Forepaugh's  Circus, 
O'Brien's  Circus,  Frank  Robbins'  Circus  and  Pull- 
man's Circus.  Of  this  part  of  his  life  Mr.  Smith  says: 
"There  isn't  anything  I  would  rather  do.  if  I  could 
only  do  it  and  at  the  same  time  stay  at  home."  This 
last  is  the  secret  of  Mr.  Smith's  becoming  a  railroad 
man.  for  on  February  2,  1SS9,  he  was  married  to  Miss 
Josephine  Hartman,  of  Orange,  New  Jersey,  and  the 
charms  of  home  life  proved  stronger  than  the  desire 
for  change  and  travel.  After  his  marriage  he  returned 
to  his  trade  as  a  carpenter,  which  he  followed  up  to 
September,  1890,  when  he  went  to  firing  on  the  Green- 
wood Lake  Division  of  the  Erie,  his  first  engineer  be- 
ing John  Goode.  After  working  as  fireman  for  several 
dilTerent  engineers  he  was,  in  May,  1897,  promoted  to 
the  charge  of  an  engine,  and  is  now  running  extras 
during  the  winter,  having  one  of  the  regular  freight 
runs  in  the  summer  on  the  Greenwood  Lake  Division. 
Mr.  Smith  is  still  a  member  of  Lodge  547  of  the 
Brotherhood  of  Locomotive  Firemen,  of  Jersey  City, 
and  before  long  will  doubtless  be  a  member  of  the 
Brotherhood  of  Locomotive  Engineers,  being  heart- 
ily in  sympathy  with  its  aims  and  objects.  He  is  also 
a  member  of  Orange  Council,  No.  156,  Junior  Order 
of  American  Mechanics,  of  Orange,  New  Jersey. 
During  his  railroad  service  he  has  never  hurt  any 
one  nor  has  he  ever  been  hurt.  Twice,  as  he  says, 
he  thought  he  was  going  to  get  it,  but  was  happily 
mistaken.  In  the  uncertain  lottery  of  a  locomotive  en- 
gineer's life  he  has  so  far  drawn  nothing  but  good 
ni-mbers,  and  he  has  many  friends  to  wish  that  his 
good  fortune  may  always  remain  with  him.  Mr.  and 
Mrs.  Smith  are  now  living  at  Forest  Hill  Station  in 
Newark,  happily  and  contentedly.  He  does  not  take 
an  active  part  in  politics,  either  in  civil  matters  or  in 
lodge  afifairs,  feeling  that  he  cannot  spare  the  time 
from  the  other  duties  with  which  he  is  so  constantly 
occupied,  and  which  call  for  the  best  effort  both  of 
body  and   brain. 


more  than  likely  that  time  will  see  Frank  C.  Smith 
in  the  top  ranks  of  his  calling.  His  father  was  Henry 
N.  Smith,  a  farmer  of  Hardin  County,  Ohio,  and  it 
was  there  the  subject  of  this  sketch  was  born  October 
25,  1869.  He  received  both  a  high  and  common  school 
education  and  then  attended  Central  Normal  College 
at  Danville,  Indiana,  for  eighteen  months.  He  accept- 
ed a  position  in  a  retail  grocery  store  in  Kenton, 
Ohio,  but  did  not  remain  there  long  as  the  work  was 
not  to  his  liking.  He  next  worked  for  the  Champion 
Iron  Works,  serving  in  various  capacities,  but  in  1890 
left  there  to  accept  a  position  as  fireman  on  the  Erie 
under  Master  Mechanic  Latty.  He  ran  between  Chi- 
cago and  Galion  for  the  next  eight  years  and  made  a 
record  as  fireman  of  which  he  has  occasion  to  be 
proud..  He  was  assigned  to  roundhouse  duty  as 
hostler  in  1897,  and  performed  his  duties  with  such 
care  and  regularity  that  he  won  the  approval  of  his 
superiors.  In  December,  1898,  he  was  promoted  to 
engineer,  and  is  now  one  of  the  best  men  on  the  extra 
list,  while  the  efficient  service  he  is  giving  the  Erie  in 
that  capacity  gives  reason  to  believe  that  he  will  soon 
be  honored  with  advance  to  a  regular  run.  Mr.  Smith's 
mother,  Elizabeth,  still  resides  on  the  old  homestead  in 
Hardin  County,  and  she  is  one  of  the -pioneers  of  that 
district.  Mr.  Smith  has  never  been  married  and  so 
has  no  home  ties  except  those  existing  with  his  moth- 
er and  a  grown  up  family  of  one  sister  and  three 
brothers.  May,  his  only  sister,  is  the  wife  of  C.  J. 
Connors,  a  railroad  tnan;  Walter  N.,  his  eldest  broth- 
er, is  foreman  of  Kenton  Hardware  Manufacturing 
Company;  Maccagah  J.  is  a  clerk  in  a  dry  goods  store 
at  Kenton,  Ohio,  and  Henry  Pearl  is  learning  teleg- 
raphy. Mr.  ■  Smith  is  a  member,  of  William  Hugo 
Lodge,  No.  166,  B.  of  L.  F.,  and  is  a  general  favorite 
with   his   many   acquaintances. 


FRANK   C.   SAUTH, 

Huntington,    Indiana. 

With  the  natural  ability  he  possesses,  supplemented 
by  an  education  which  is  far  above  the  average,  it  is 


JAMES  SMITH, 

Huntington,    Indiana. 

In  James  Smitli's  twenty-three  years  of  railroad  ser- 
vice he  has  been  with  a  number  of  roads,  and  his  va- 
riety of  experience  has  certainly  been  of  great  benefit 
to  him,  for  he  is  now  classed  among  the  best  en- 
gineers of  the  Erie.  He  was  born  in  Toronto,  Canada, 
March  7,  1845,  and  was  the  son  of  Richard  Smith,  a 
stone  mason,  who  while  at  work  fell  and  fatally  injured 
himself.  James  was  7  years  of  age  when  his  father 
died,  and  after  receiving  a  common  school  education 
he  worked  on  a  farm  for  three  years,  and  then  in  1863 
began  his  railroad  career  as  a  brakeman  on  the  Balti- 
more &  Ohio,  running  between  Columbus  and  Bel- 
laire,  Ohio.  In  a  year's  time  he  was  promoted  to  fire- 
man and  worked  in  that  capacity  for  the  B.  &  O.  for 


496 


ERIE    RAILWAY    EDITION. 


three  years  wlicn  lio  accepted  a  position  as  hostler 
with  Dodge,  Case  &  Company,  then  at  work  building 
the  Columbus,  Hocking  Valley  &  Toledo  Railroad. 
He  left  their  employ  to  take  a  position  as  fireman  on 
the  "Pan  Handle"  with  Buck  Fitzsimmons.  and  after 
a  short  time  was  transferred  to  the  Western  Division 
and  ran  between  Columbus  and  Bradford  Junction, 
Ohio,  for  two  years  and  ;;  half.  He  was  at  this  time 
called  to  Toronto  to  bury  his  mother,  and  then  re- 
turned to  work  on  the  Hocking  Valley,  and  after 
twenty-five  days  was  promoted  to  engineer  under  Had 
Wallace,  then  Master  Mechanic.  He  next  worked  on 
the  Northern  Railroad  of  Canada,  running  between 
Toronto  and  Collingwood  on  the  Georgian  Bay,  and 
then  returned  to  work  on  the  Hocking  Valley  Road, 
but  soon  resigned  to  accept  an  advantageous  offer 
from  the  Cincinnati  &  Muskingum  Valley  Railroad. 
He  remained  there  but  one  year  going  next  to  the 
Queen  &  Crescent,  where  he  stayed  but  one  year, 
running  on  all  divisions  between  Ludlow,  Kentucky, 
and  Oakdale,  Tennessee.  In  February,  1890,  he  came 
north  and  accepted  a  freight  run  on  the  Chicago  & 
Atlantic,  now  known  as  the  Erie  Railroad.  He  is  a 
highly  competent  engineer  and  stands  high  in  the 
confidence   of   the   officials. 


MARTIN  SMITH, 

Gali'in,   Ohio. 

Martin  Smith,  who  was  born  in  Lancaster  County, 
Pennsylvania,  on  October  16,  1853,  worked  on  a  farm 
in  Crawford  County,  Ohio,  until  1869,  and  then  in  a 
brickyard  at  Gallon  until  1871.  He  learned  the  plas- 
terer's trade,  working  at  it  for  seven  years,  taking  ser- 
vice with  the  Erie  at  Gallon  in  1879  as  a  roundhouse 
employe.  In  .\ugust  of  the  same  year  he  was  advanced 
to  fireman,  being  promoted  to  engineer  in  October, 
1885,  since  when  he  has  run  on  through  freight,  with 
occasional  extra  passenger  duty.  jMr.  Smith  met  with  a 
painful  accident  at  Black  Fork  Hills  in  1887,  his  train, 
the  first  section  of  train  10,  colliding  with  a  broken 
section  of  train  20,  which  was  not  protected  by  a  flag- 
man. He  is,  however,  regarded  as  one  of  the  best 
engineers  on  the  division,  and  stands  high  in  the 
opinions  of  his  superiors. 


WILLIAM  A.  SMITH, 

Meadville,  Pennsylvania. 

William  A,  Smith  was  born  near  Greenville,  Penn- 
sylvania, on  December  2,  1867,  and  attended  school 
until   he   was   16  years  old.     He  worked  for   Fields   & 


Fields  as  fireman  and  stationary  engineer  for  two 
years,  and  then  went  to  the  Pierce  Woolen  Company 
as  engineer,  remaining  with  that  cornpany  until  Feb- 
ruary. 1890.  In  that  year  he  secured  a  situation  as  fire- 
man on  the  New  York,  Pennsylvania  &  Ohio,  and 
fired  until  October  i,  1893.  when  he  was  promoted  to 
engineer,  having  since  run  in  the  freight  service,  with 
occasional  e.xtra  duty  on  passenger.  Mr.  Smith  was 
in  a  bad  wreck  on  train  No.  3  near  Dexterville.  New 
York,  while  firing,  but  fortunately  escaped  with  his 
life,  although  so  badly  scalded  that  he  was  laid  up 
over  three  months.  He  was  married  in  August,  1896, 
to  Miss  Sarah  ^Mullen  of  Meadville,  and  they  have  one 
child.  Mr.  Smith  is  Receiver  for  the  local  lodge  of 
the  B.  of  h.  P..  was  Master  two  years,  and  represented 
it  at   the   Galveston   convention. 


WILLIAAI  H.  SMITH. 
Port  Jervis,  New  York. 

This  is  another  instance  in  wdiich  the  Eric  has  se- 
cured two  good  engineers  from  the  same  family,  for 
the  father  of  William  H.  Smith  is  Hubert  L.  Smith, 
one  of  the  Erie's  tried  and  trusted  men.  The  subject 
of  this  sketch  was  born  in  Jersey  City  on  Christmas 
day,  1862,  and  attended  the  public  schools  of  that  city 
until  he  was  13  years  of  age.  He  worked  as  cash  boy 
in  a  dry  goods  store  for  some  time,  but  not  liking  the 
business  turned  his  attention  to  railroading.  In  the 
spring  of  1878  he  began  as  a  switch  tender  in  the  Jer- 
sey City  yards,  and  after  two  years  he  was  promoted 
to  assistant  yardmaster,  which  place  he  held  for  four 
years.  In  1884  Mr.  Smith  left  the  employ  of  the  Erie 
and  accepted  a  position  as  conductor  on  the  West 
Shore  Railroad,  running  between  Weehawken  and 
New  Durham.  After  a  period  of  thirteen  months  he 
returned  to  the  Erie  as  a  brakeman,  working  for  one 
year  in  that  capacity.  In  1887  he  was  advanced  to 
fireman,  running  between  Port  Jervis  and  Jersey  City 
for  a  period  of  three  years.  Ix'ing  then  proninie-il  to 
engineer.  Since  October  6.  i8go.  he  has  nni  in  the 
freight  service  on  the  New  York  Division,  and  is  uni- 
versally a  popular  man,  both  with  his  associates  and 
superiors.  In  October,  1883,  !Mr.  Smith  was  married 
to  Miss  Mary  L.  Donnelly,  who  died  in  Port  Jervis 
in  1892,  after  a  year  of  severe  illness.  Three  children 
were  born  to  them— Robert,  aged  15;  Hubert,  13,  and 
Myra,  ii,  all  of  whom  are  attending  public  school, 
Mr.  Smith  is  affiliated  with  Port  Jervis  Lodge  No.  54, 
B.  of  L.  E.,  and  is  a  hearty  supporter  of  the  principles 
of  the  order. 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


497 


THEODORE   SMOCK. 


JAMES    SMITH. 


498 


ERIE    RAILWAY    EDITION. 


THEODORE  SMOCK, 

Kent,  Ohio. 

Intelligent  and  capable,  Theodore  Smock  has  won 
his  way  from  wiper  to  engineer,  and  at  the  same  time 
his  genial  nature  and  upright  character  have  won  him 
a  host  of  friends  and  a  place  of  high  standing  in  the 
city  he  has  chosen  as  his  home.  Mr.  Smock  was  born 
April  21.  1866,  in  Geneva,  Crawford  County,  Pennsyl- 
vania, where  his  father,  Christopher  C.  Smock,  was 
a  prominent  farmer.  He  attended  the  village  school 
until  he  was  15  years  of  age,  going  to  Youngstown, 
Ohio,  in  the  spring  of  1881,  where  he  secured  a  posi- 
tion as  wiper  on  the  Alliance,  Youngstown  &  Pitts- 
burg Railroad.  Six  months  later  he  was  advanced  to 
fireman,  and  after  firing  a  year  resigned  to  accept  a 
similar  position  on  the  Erie.  In  January,  1890,  he 
was  promoted  to  engineer,  and  on  the  first  run  took  a 
freight  with  engine  674  to  Shenango  and  return 
Since  then  he  has  been  continuously  in  the  freight 
service,  having  held  one  run  between  Kent  and 
Youngstown  for  seven  years  and  now  pulls  Nos.  yj  and 
38  on  Meadville  Division,  west.  He  had  an  acci- 
dent at  De  Forrest,  Ohio,  on  one  occasion,  in  which 
he  was  lucky  to  escape,  the  right  side  of  his  engine 
being  stripped  at  the  crossing  of  the  E.,  P.  &  F.  While 
running  from  Stony  Point  to  Geneva  to  take  siding 
for  train  No.  3  something  went  wrong  with  the  en- 
gine, and  just  as  it  had  the  train  in  the  clear  dropped 
to  the  ties;  had  this  occurred  while  the  train  was  in 
motion  a  serious  accident  would  have  occurred.  ]\Ir. 
Smock  was  married  May  4.  1892,  to  Miss  Alta  Harvey, 
daughter  of  Benjamin  F.  Harvey  of  Linesville,  Penn- 
sylvania. Mr.  Smock  is  a  member  of  B.  of  L.  E.,  Di- 
vision No.  43;  B.  of  L.  F.,  Division  No.  207;  Rock- 
ton  Lodge  No.  316,  F.  &  A.  M.,  of  Kent,  and  Tyrean 
Chapter  No.  91,  F.  &  A.  M.,  of  Ravenna,  Ohio.  Mr. 
and  Mrs.  Smock  are  very  popular  and  are  prominent 
in  social  circles  of  Kent. 


R.    W.    SPERRING, 

Binghamton,   New  York. 

R.  W.  Sperring  is  another  of  the  "old  guard,"  hav- 
ing first  worked  on  the  Erie  in  1857.  He  was  born  in 
German,  Chemung  County,  New  York,  on  January 
26,  1841.  In  1857  he  secured  employment  with  the 
Erie,  working  as  a  "greaser,"  as  the  flagmen  were 
called  then.  He  was  soon  promoted  to  brakeman  and 
served  in  that  capacity  until  the  war  broke  out.  En- 
listing in  the  i8th  Massachusetts  Infantry  he  did  his 
share  in  putting  down  the  rebellion,  and  on  being  dis- 
charged in  1865  returned  to  the  Erie  and  worked  as 
brakeman  and   fireman   i;ntil    1872.   when   he   was  pro- 


moted to  engineer.  He  ran  in  the  road  service  until 
1880  and  then  was  given  a  switch  engine  at  Bingham- 
ton, where  he  has  been  since.  Mr.  Sperring  has 
been  married  twice,  his  first  wife,  who  died  in  1886, 
bearing  him  four  children,  all  of  whom  are  living. 
He  was  married  in  April,  1888,  to  MfSa-  Eliza,  Van 
Nutten  of  Van  Nuttenville,  New  York.  Mr.  Sperring 
is  a  member  of  the  Masons  and  Red  Men,  and  is  one 
of  the   city's   most  respected   citizens. 


JAMES  SPRINGSTEEN, 

SufTern,  New  York. 

James  Springsteen  was  born  on  his  father's  farm  at 
Ramapo,  New  York,  January  15,  1838,  and  up  to  the 
age  of  17  worked  on  the  farm  and  attended  school 
between  times  at  the  "little  old  red  school  house." 
August  19,  1858,  he  began  firing  for  Steve  Ronk  on 
the  run  from  Suflern  to  Jersey  City,  at  that  time 
coming  into  the  old  Pennsylvania  depot,  but  at  the 
first  call  for  volunteers  in  '61  he  enlisted  in  the  2d 
New  Jersey,  and  went  to  Washington  via  Annapolis, 
on  April  27  of  that  year,  thus  being  very  early  on  the 
scene  of  action.  After  being,  with  his  company,  quar- 
tered in  the  House  of  Representatives  chamber  for 
ten  days,  they  were  then  brigaded  and  started  with 
the  first  invasion  of  \'irginia,  under  Colonel  Baker, 
and  did  guard  duty  at  Alexandria  after  Ellsworth's 
death  there;  was  in  the  reserve  at  the  Bull  Run  fight, 
and  after  being  in  camp  at  Arlington  Heights,  was 
mustered  out  at  the  end  of  three  months'  service.  Re- 
turning to  Jersey  City  he  was,  as  promised,  -given  his 
old  run,  but  in  1862  again  went  to  the  front,  this  time 
with  Fire  Company  No.  2  of  Paterson,  New  Jersey, 
enrolled  as  Company  C,  25th  New  Jersey  Volunteers, 
under  Colonel  Durn.  With  his  regiment  he  fought  at 
Acquia  Creek,  and  was  in  the  last  charge  up  that 
fearful  hill  at  Fredericksburg,  where  three  men  were 
shot  at  his  side,  he,  however,  escaping  unhurt.  After- 
ward, being  camped  on  the  railroad  near  Fort  Jericho, 
orders  came  to  tear  up  the  rails  and  plank,  and  after 
getting  the  planks  up  and  displacing  two  rails  a  train 
of  ammunition  came  along,  the  engine  jumping  clear 
over  the  open  space  and  lighting  upon  the  track  be- 
yond, while  the  cars  were  thrown  down  the  bank. 
Then,  at  12  o'clock  at  night,  they  were  ordered  to 
take  the  place  of  a  scared  regiment,  and  after  wading 
creeks  and  making  their  way  through  cornfields,  they 
dug  rifle  pits  until  ordered  by  General  Getty  to  "lie 
in  the  pits  and  shoot."  A  week  after  they  crossed  the 
river  under  fire,  and  charged  and  took  the  battery  of 
the  Forty-fourth  Alabama,  six  pieces,  capturing  144 
prisoners,   and  on  the  following  Sunday  drove   Long- 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


49» 


C.  A.  SNYDER. 


HARVEY  SPRINGSTEAD. 


500 


ERIE    RAILWAY    EDITION. 


street  five  miles,  sustaining  heavy  loss,  but  himself 
receiving  no  wounds.  Then,  after  assisting  at  the 
building  of  Fort  Butler,  he  was  honorably  discharged, 
his  time  having  expired. 

Returning  to  Jersey  City,  he  again  went  to  work 
for  the  Erie,  but  in  the  fall  of  1864  went  to  the  Nash- 
ville &  Chattanooga  Road  for  the  government,  receiv- 
ing $4.50  per  day.  "with  nothing  to  do  but  to  run  her." 
But  it  w-as  too  hot  weather  in  the  South,  and  he  came 
back  and  went  to  firing  for  Steve  Ronk  again,  and 
after  two  years  was  given  an  engine  and  has  since  been 
continuously  in  Erie  service,  being  advanced  after  a 
varied  experience  on  freight  to  the  charge  of  the  Suf- 
fern  run,  No.  56,  which  he  still  retains,  his  present  en- 
gine being  No.  366.  Mr.  Springsteen  has  had  many 
thrilling  experiences,  and  it  is  wonderful  that  he  is  now 
alive  to  tell  them.  Once,  while  firing  with  Ronk.  they 
ran  into  a  stone  train  and  he  was  thrown  against  the 
firebox,  narrowly  escapinig  serious  injury.  Again,  one 
day,  when  leaving  Ridgewood,  the  engine  blew  up. 
blowing  off  the  cylinder  and  links,  blowing  out  the 
window  on  his  side  and  setting  him  afire.  He  had  the 
scoop  in  his  hand  at  the  time  and  threw  it  heaven 
knows  where,  and,  jumping  from  the  engine,  ran  for 
the  woods,  followed  by  the  brakeman,  who  caught  him 
and  put  out  the  fire,  but  not  till  his  hands  were  severely 
burned  and  he  had  lost  half  his  mustache.  He  says  he 
does  not  know  what  became  of  the  scoop.  Another 
time  the  engine  was  got  into  the  sidetrack  and  dis- 
connected, and  only  a  bucketful  of  water  found  in  her; 
and  still  another  time  he  was  firing  on  Carlough's 
engine  when  she  turned  over  in  the  turn-table  pit,  no 
one  being  hurt,  but  eliciting  the  remark  from  the 
master  mechanic  that  "It  was  a  rough  way  to  use  an 
engine."  Mr.  Springsteen  was  married  Sept.  17.  1865, 
to  Miss  Martha  M  Wanamaker  and  has  two  daughters 
living,  one  being  Mrs  Delia  Wheeler  and  the  other 
Mrs.  Mattie  Malloy,  and  one  son — Roy — still  in  school. 
They  have  lost  four  boys.  Mr.  Springsteen  is  an 
earnest  and  consistent  Christian,  and  a  deacon 
of  the  Baptist  church.  The  circumstances  of  his 
conversion  were  remarkable,  he  having  been 
warned,  while  out  on  the  road,  by  three  distinct  voices: 
"You  must  repent  of  your  sins."  these  voices  being 
audible  to  his  fireman  as  well  as  to  himself.  Follow- 
ing this  he,  the  same  night,  attended  a  revival  meeting 
and  was  confronted,  upon  his  entrance,  with  the  same 
words  upon  the  blackboard  before  him.  Surely  a 
strange  and  thrilling  experience.  In  local  politics  Mr. 
Springsteen  takes  great  interest,  but  not  to  the  extent 
of  desiring  office.  He  has  been  a  member  of  the  B  of 
L,  E.  since  1871  and  now  resides  at  Suffern,  in  his  own 
house,  with  his  family.  He  is  a  hale,  hearty  man  and 
bids  fair  to  continue  his  career  of  usefulness  for  many 
years. 


HARVEY  SPRINGSTEAD. 

Wakhvick,   New  Jersey. 

The  life  of  Harvey  Springstead  is  one  that  any  young 
railroad  man  would  do  well  to  take  as  an  example — an 
efficient  engineer,  a  good  citizen,  a  kind  and  loving 
husband  and  father,  a  man  w'ho  has  prospered  and 
taken  care  of  his  earnings.  This  briefly  states  the 
career  of  Harvey  Springstead,  who  was  born  in  Jersey 
City.  New  Jersey,  on  July  22.  1856.  He  is  the  son  of 
Peter  Springstead,  an  iron  molder  residing  at  present 
in  Jersey  City.  Harvey  r.ltended  school  until  12  years 
of  age,  when,  having  acquired  a  good  common-school 
education,  he  worked  at  different  occupations  and 
finally  as  a  conductor  on  the  Jersey  City  &  Bergen 
Street  Car  Line.  While  thus  employed  he  decided  to 
enter  railroad  work,  and  applied  for  a  position  as  fire- 
man on  the  Erie.  In  the  fall  of  1873  he  was  given  the 
coveted  position  and  he  left  the  street  railroad  for  a 
more  arduous  but  better  paying  position.  For  twelve 
years  he  presided  at  the  firebox  on  different  engines, 
but  in  1885  his  steadfast  efforts  to  please  were  re- 
warded by  promotion  to  engineer,  and  for  a  while  he 
pulled  the  throttle  on  freight  engines  running  on  the 
New  York  Division.  Some  years  since  he  was  ac- 
corded another  promotion,  being  given  a  passenger 
run  between  Jersey  City  and  Waldwick.  the  duties  of 
which  position  he  fills  to  the  entire  satisfaction  of  the 
company  and  the  traveling  public.  In  1877  Mr. 
Springstead  was  united  in  marriage  to  Miss  Mary 
Jackson,  daughter  of  James  Jackson,  a  prosperous 
cooper  living  near  Port  Jervis.  They  have  gne  child, 
Harry,  a  bright  young  man  of  19,  who  is  employed 
in  the  Erie  Roadmaster's  office  at  Hillsdale.  New  Jer- 
sey. Mr.  Springstead  is  a  member  of  Lodge  No.  206, 
Royal  Arcanum,  and  Lodge  No.  3.  B.  of  L.  F.  He 
has  been  Financial  Secretary  of  this  lodge  for  six 
years,  and  is  a  prominent  figure  in  the  workings  of 
the  order.  Mr.  Springstead  and  his  family  are  mem- 
bers of  the  Episcopal  Church  and  are  quite  promi- 
nent in  the  church  and  social  circles  of  the  city.  They 
reside  in  a  handsome  two-story  residence  that  is  re- 
garded as  one  of  the  finest  in  the  city.  An  evidence 
of  Mr.  Springstead's  popularity  and  worth  as  a  citi- 
zen is  the  number  of  offices  to  which  he  has  been 
elected  by  the  voters  of  his  city.  For  five  years  he 
was  a  township  committeeman,  and  for  the  past  two 
years  he  has  been  the  township  treasurer,  while  just 
recently  he  was  elected  to  the  office  of  special  tax 
collector  of  the   City  of  Waldwick. 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


501 


JAMES    Sl'KINGSTKEN. 


HAUMAN   M,    SPRINKLE. 


502 


ERIE    RAILWAY    EDITION. 


CHARLES  M.  SPOFFORD, 

Meadville,    Pennsylvania. 

The  third  oldest  engineer  at  Meadville  is  Charles 
M.  Spofford,  who  during  his  railroad  career  has  had  a 
varied  experience.  The  son  of  a  farmer,  he  was  born 
in  Essex  County,  Massachusetts,  March  i6,  1833,  and 
attended  school  until  he  was  17  years  of  age,  when 
he  engaged  in  farming  for  the  ensuing  four  years. 
In  1854  he  secured  a  position  as  brakeman  on  the 
Cheshire  Railroad,  in  Vermont,  and  after  two  months 
went  to  the  Boston  &  Maine  to  accept  a  similar  place. 
Two  months  later  he  was  advanced  to  fireman,  a  po- 
sition he  held  two  years,  quitting  to  attend  switches 
at  a  junction  point  on  the  same  road.  After  a  year  in 
this  place  he  went  west,  locating  in  Alton,  Illinois, 
and  accepting  a  position  as  engineer  on  the  Terre 
Haute,  Alton  &  St.  Louis.  He  held  this  place  for  three 
years,  resigning  because  o!  the  trouble  he  experienced 
in  getting  his  pay.  At  that  time  there  was  a  small 
quantity  of  circulating  medium  in  the  West,  and  the 
employes  were  obliged  to  accept  scrip  in  payment 
for  their  services.  Mr.  Spofford  sold  his  holdings  at 
40  per  cent  of  their  face  value  and  returned  to  jNIas- 
sachusetts.  He  secured  a  position  as  fireman  on  the 
Boston  &  Maine,  which  he  retained  until  the  spring 
of  1863,  when  he  resigned  and  moved  to  Meadville, 
where  he  entered  the  employ  of  the  Erie.  He  took 
care  of  engines  at  night  for  a  short  time,  receiving 
promotion  to  engineer  in  May  of  the  same  year.  Since 
that  time  he  has  been  continuously  in  the  passenger 
service,  with  the  exception  of  a  little  over  one  year. 
From  October  16,  1888,  to  July  i,  1890,  he  was  Road 
Foreman  of  Engineers,  resigning  on  the  latter  date 
to  resume  work  as  an  engineer,  and  at  present  has  a 
run  on  Nos.  7  and  10,  the  fast  New  York  and  Cleve- 
land Vestibule  Express.  He  has  an  exceedingly  fine 
record,  having  never  been  injured,  nor  has  he  ever  in- 
jured any  of  his  train  crews.  Mr.  SpofTord  was  mar- 
ried on  May  7,  1856,  to  Miss  Mary  L.  Boston  of  Dan- 
vers,  Massachusetts,  and  five  children  have  been  born 
to  them,  but  one  of  whom  survives.  Charles  Frank- 
lin died  at  the  age  of  4  months;  George  L.  at  the  age 
of  22  months;  Fred  Newell  was  foreman  of  the  Cotton 
Belt  shops  at  Budd's  Point,  Missouri,  at  the  time  of 
his  death;  Edith  E.,  aged  32.  is  the  wife  of  Thomas 
J.  Downs,  a  lumber  merchant  of  Cairo.  Illinois;  Mae 
Josephine,  a  graduate  of  Meadville  High  School  and 
the  Conservatory  of  Music,  died  at  the  age  of  19.  Mr. 
Spoflford  is  a  member  of  City  Lodge,  No.  256,  K.  of 
P.;  Council  No.  78,  Royal  Arcanurn,  and  B.  of  L.  E., 
Division  No.  43.  He  is  one  of  the  city's  most  valued 
residents. 


HARMAN   M.   SPRINKLE, 

Huntington,  Indiana. 

One  of  Huntington's  influential  citizens  who  pre- 
ferred the  fascinations  of  railroad  life  to  the  quiet  ca- 
reer of  the  ordinary  civilian  is  Harman  M.  Sprinkle. 
He  was  born  in  Columbia  City,  Indiana,  May  14,  1863, 
and  attended  school  until  he  was  21  years  of  age.  His 
father  was  Jonathan  Sprinkle,  a  pioneer  farmer  of 
Huntington  County,  who  had  prospered  well  in  the 
matter  of  this  world's  affairs.  The  young  man  at- 
tended high  school  and  later  went  to  college  at  Ash- 
land, Ohio.  He  secured  a  fine  education  and  while  at 
Ashland  mastered  the  profession  of  civil  engineer.  On 
returning  home  from  school  he  was  made  Deputy 
County  Surveyor  of  Huntington  County,  a  position  he 
held  for  seven  years,  discharging  his  duties  in  a  high- 
ly acceptable  manner.  In  1890  he  was  nominated  as 
candidate  for  County  Surveyor  on  the  Republican 
ticket,  but  owing  to  tidal  wave  in  politics  was  de- 
feated by  a  very  small  majority.  In  December,  1890, 
he  accepted  a  position  as  fireman  on  the  Erie  under 
Master  Mechanic  H.  P.  Latta,  and  for  eight  years  he 
worked  in  that  capacity,  making  an  excellent  record 
for  himself  and  winning  the  confidence  of  his  superiors 
and  those  with  whom  he  worked.  In  December,  1898, 
he  passed  his  examination  with  a  high  mark  and  was 
immediately  promoted  to  engineer,  since  which  time 
he  has  been  in  the  freight  service  of  the  company, 
and  has  already  demonstrated  his  ability  as  an  en- 
gineer to  the  satisfaction  of  the  officials.  He  is  a  mem- 
ber of  William  Hugo  Lodge  No.  166,  B.  of  L.  F.,  and 
also  belongs  to  La  Fontaine  Lodge,  No.  42,  I.  O.  O. 
F. ;  Huntington  Lodge,  No.  93,  K.  of  P.,  of  which  he 
is  a  Past  Chancellor,  and  has  been  Representative  to 
the  Grand  Lodge. 


CHARLES  MARTIN  STANFIELD, 
Sharon,   Pennsylvania. 

Charles  Martin  Stanfield  comes  from  a  line  of  dis- 
tinguished ancestry,  his  great-grandfather  being  Eyckill 
Lane,  a  Revolutionary  hero  and  the  founder  of  the 
City  of  Buffalo.  Mr.  Stanfield  was  born  in  Cleveland, 
Ohio,  in  September,  1858.  and  his  father,  George  Stan- 
field, was  an  old  railroad  engineer  who  quit  running 
in  1858  to  enter  the  drug  business  in  Cleveland.  On 
leaving  school  jNIr.  Stanfield  accepted  a  situation  with 
a  tobacco  firm  in  Cleveland,  working  for  them  five 
years.  He  then  secured  a  place  with  a  drug  firm,  fol- 
lowed by  a  short  period  working  as  a  carpenter.  In 
July,  1881,  he  entered  the  service  of  the  Erie  as  a  fire- 
man, being  promoted  to  engineer  in  April,   1886,  and 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


503 


JOHN   STEEL. 


THOMAS  F.  SULLIVAN. 


504 


ERIE    RAILWAY    EDITION. 


has  been  running  regularly  since.  He  has  had  but 
one  accident  during  his  career,  that  being  when  run- 
ning the  pilot  engine  on  a  double-head  freight.  They 
struck  a  tight  switch  at  Pymatuning  Junction  and  both 
engines  went  into  the  ditch.  Fortunately  no  one  was 
injured.  Mr.  Stanficld  was  married  May  25,  1886,  to 
Miss  Jennie  McBride,  daughter  of  James  McBride,  of 
Youngstown,  and  they  have  an  interesting  family  of 
three  sons  and  one  daiigl.ter.  Mr.  Stanfield  owns  a 
very  pleasant  home  in  Sharon  and  belongs  to  Lodge 
329,  B.  of  L.  E.,  Lodge  103.  B.  P.  O.  E.,  and  the 
P.  H.  C.  of  Sharon. 


ALFRED  T.  STENGER, 

Meadville,    Pennsylvania. 

Born  in  Mercer  County,  Pennsylvania,  January  I, 
1853,  Alfred  T.  Stenger  spent  the  first  eighteen  years 
of  his  life  in  attending  school  and  assisting  his  father, 
John  Stenger,  who  was  a  farmer  of  Mercer  County. 
Having  secured  a  fine  common  school  education,  and 
being  tired  of  farm  work,  he  went  to  Sharpsville,  Penn- 
sylvania, and  there  learned  the  machinist's  trade.  Later 
he  worked  as  a  nail  cutter  in  the  Kimberly  mills  at 
Sharon,  and  in  1878  went  into  the  restaurant  business 
at  Transfer,  Pennsylvania.  Having  an  opportunity  to 
go  breaking  on  the  Erie,  he  left  the  restaurant  to 
accept  the  position,  but  retained  it  only  three  weeks, 
returning  to  the  restaurant.  On  November  10,  1881, 
he  began  firing  on  the  Erie,  running  out  of  Meadville, 
a  position  he  held  for  the  ensuing  seven  years,  which 
were  about  equally  divided  between  passenger  and 
freight.  He  was  promoted  to  engineer  January  15, 
1888,  since  which  time  he  has  acquitted  himself  with 
credit  in  the  freight  service,  and  is  now  accounted 
one  of  the  most  trustworthy  and  capable  runners  on 
the  division.  He  has  never  been  in  a  wreck  or  col- 
lision, and  his  only  injury  was  received  when  he  had 
crawled  under  an  overheated  engine  to  fix  the  fire- 
box, being  severely  burned  before  he  could  get  out. 
On  June  5,  1871,  Mr.  Stenger  was  united  in  marriage 
to  Miss  Alice  McNally,  daughter  of  Andrew  McNally, 
a  mine  operator  of  California.  They  have  three  chil- 
dren, of  whom  Harry  R.,  aged  23,  is  an  engineer  on  the 
Baltimore  &  Ohio;  Minnie  M.,  aged  20,  a  graduate 
of  the  Meadville  High  School,  lives  with  her  parents 
and  is  an  accomplished  musician,  being  especially  pro- 
ficient on  the  piano;  Grayton  F.,  the  youngest,  is  a 
fireman  on  the  Baltimore  &  Ohio.  Mr.  Stenger  is  a 
member  of  the  B.  of  L.  E.,  Division  No.  43;  Cusse- 
wago  Lodge,  No.  108,  I.  O.  O.  F.,  and  Meadville 
Lodge,  No.  408,  F.  &  A.  M.  He  owns  fine  home 
property  at  Prospect  and  Baldwin  streets,  and  is  one 
of  Meadville's  most  respected  residents. 


CHARLES   F.   STONE, 
Hornellsville,    New    York. 

Charles  F.  Stone  is  a  true  Son  of  the  Revolution, 
his  great-grandfather,  Oliver  Morton,  being  one  of  the 
soldiers  of  that  historic  war,  and  was  further  distin- 
guished by  being  one  of  General  George  Washington's 
aides.  Mr.  Stone  has  an  antiquated  pair  of  horse  pis- 
tols the  old  soldier  carried.  The  subject  of  this  sketch 
was  born  in  Scranton,  Pennsylvania,  on  August  2, 
1858,  and  began  his  railroad  career  on  the  Central 
Railroad  of  New  Jersey  as  a  fireman.  He  came  to 
the  Erie  in  the  same  capacity  in  September,  1881,  run- 
ning on  the  Susquehanna  Division  until  August.  1889, 
when  he  was  promoted  to  engineer.  Mr.  Stone  was 
married  in  January,  1887,  to  Miss  Jennie  Evans  of 
Hornellsville,  and  they  have  one  daughter,   Lizzie. 


WILLIAM  H.  STORMS, 
Hornellsville,   New  York. 

On  August  30,  1839,  William  H.  Storms  was  born  in 
Wheeler,  Steuben  County,  New  York,  being  the  son 
of  Silas  Storms,  a  farmer  of  that  place.  The  young 
man  left  school  at  the  age  of  13  and  for  fourteen  years 
engaged  in  lumbering,  principally  in  the  vicinity  of 
Bradford,  Pennsylvania.  It  was  in  the  summer  of 
1867  that  he  turned  his  attention  to  railroading,  hav- 
ing secured  a  position  as  brakeman  on  the  Erie.  He 
served  the  company  in  this  capacity  until  June  8,  1869, 
on  which  date  he  was  advanced  to  fireman,  and  from 
that  time  until  December  i,  1876.  he  fired  on  the  West- 
ern Division  between  Hornellsville,  Dunkirk  and  Sala- 
manca. After  his  promotion  to  engineer  on  the  last- 
named  date  he  ran  extra  in  the  freight  service  for  sev- 
eral years  and  then  pulled  regular  freight  between 
Olean  and  Bradford.  In  1884  he  was  assigned  to  a 
day  puslier  between  Tip  Top  and  Hornellsville,  which 
he  has  run  up  to  the  present,  with  the  exception  of 
during  the  World's  Fair,  when  he  ran  passenger  be- 
tween Salamanca  and  Hornellsville.  Mr.  Storms  was 
married  in  October,  1872.  to  iMiss  Emma  Banford. 
daughter  of  German  Banford,  a  brickmaker  of  Hor- 
nellsville. They  have  four  children,  of  whom  Francis 
Earl,  a  bookkeeper,  is  the  eldest;  Charlotte,  Blanche 
and  Fannie,  all  of  whom  are  graduates  of  Hornells- 
ville High  School,  are  single  and  reside  with  their 
parents  in  their  own  pretty  home  at  10  Pleasant  street. 
Mrs.  Storms  is  a  member  of  the  Ladies'  Auxiliary  to 
the  B.  of  L.  E.,  and  the  Royal  Templars.  Mr.  Storms 
belongs  to  Division  No.  47,  B.  of  L.  E..  and  has  held 
several  minor  offices  in  this  lodge.  He  is  one  of  the 
tested  engineers  of  the  Erie  and  holds  the  esteem  of 
his   superiors   and   acquaintances   generally. 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


505 


GEORGE  W.  STROCK, 

Nilcs,  Ohio. 

George  W.  Strock,  who  was  born  in  Austintown, 
Ohio,  on  October  4,  1857,  started  in  active  life  with  a 
fine  education,  having  attended  school  in  his  native 
town  until  he  was  18  years  of  age.  He  then  learned 
the  carpenter's  trade,  and  after  working  at  it  two 
years,  secured  a  position  as  fireman  on  the  Erie  in 
December,  1887.  He  was  promoted  to  engineer  in 
September,  1897,  and  has  since  run  on  the  road  and 
in  the  Nile's  yard.  Mr.  Strock .  was  married  in  No- 
vember, 1873,  and  has  two  children,  a  son  and  a 
daughter. 


THOMAS   F.   SULLIVAN, 

Huntington,   Indiana. 

Thomas  F.  Sullivan,  who  was  promoted  to  engineer 
in  the  fall  of  1896  and  is  now  running  extra  in  the 
freight  service  of  the  Erie  between  Marion  and  Chi- 
cago, was  born  in  Campbell,  New  York,  December  20, 
1867.  His  father  is  Eugene  O.  Sullivan,  now  a  hotel 
keeper  in  Chicago,  and  in  this  city  Mr.  Sullivan  ac- 
quired a  fine  education  by  attending  the  public  and 
high  school  until  he  was  17  years  of  age.  On  leaving 
school  he  worked  a  year  in  a  spoke  factory  and  from 
there  went  to  Ft.  Wayne,  Indiana,  where  for  some  time 
he  was  employed  in  a  brass  foundry.  He  learned  the 
iron  molder's  trade  and  worked  at  it  for  three  years, 
leaving  it  to  enter  the  employ  of  the  Erie  as  fireman 
in  the  fall  of  1888.  In  this  capacity  he  served  three 
years  on  freight  and  five  years  on  passenger,  being 
then  promoted  to  his  present  position,  where  he  is  dis- 
tinguishing himself  as  a  reliable  and  competent  run- 
ner. January  20,  1893,  Mr.  Sullivan  was  married  to 
Miss  Lillie  Babcock,  daughter  of  William  Babcock,  a 
plasterer  of  Stark  County,  Indiana.  They  have  one 
child,  Francis,  a  charming  little  boy  of  5  years.  Mrs. 
Sullivan  is  a  member  of  Jewel  Hive,  L.  O.  T.  M.,  and 
prominent  in  society  aflfairs.  :Mr.  Sullivan  belongs  to 
William  Hugo  Lodge,  No.  166,  B.  of  L.  F.,  and  Tent 
No.  9,  K.  O.  T.  M.  He  has  been  Lieutenant-Com- 
mander of  the  last-named  lodge  two  terms  and  was 
delegate  to  the  last  National  Convention.  He  is  a 
man  of  sterling  qualities  and  is  highly  regarded  by  all. 


JOHN   P.    SULLIVAN, 
Nyack,   New  York. 

Though  John  P.  Sullivan  is  one  of  the  veterans  of 
the  Northern  of  New  Jersey,  and  though  he  has  many 
and  faithful  years  of  service  to  his  credit,  yet  his  step 


is  as  firm  and  light  and  his  bearing  as  erect  as  many 
a  man  far  his  junior  in  years.     And  this  is  what  comes 
from  a  well  spent  life,  passed  in  devotion  to  his  duty 
and  his  family.     Born  on  Eliot  street,   in  the  City  of 
Boston,   on   September  25,    1841,   his   parents   removed 
while  he  was  yet  a  boy  to   Needham,  where  he  alter- 
nately attended  school  and  worked  on  a  farm  up  to  the 
age  of  fifteen,  at  which  age  he  entered  the  service  of 
the  Back  Bay  Improvement  Company,  first  as  brake- 
man  and  afterwards  as   fireman   for   Horace   Withers. 
Following  this   he   came   to   New   York  and  was   em- 
ployed  as   a   fireman   on   the    Staten    Island   Railroad, 
between  \'anderbilt's  Landing  and  Carltonville,  for  two 
or  three  months,  and  in  i860  he  came  to  the  Erie  as  a 
fireman,    Minot    being    then    General    Superintendent, 
Sweetser   Division   Superintendent   and    H.    L.    Brown 
Master  Mechanic.     He  fired  at  first  on  the  main  line 
for  Nelson  Gulingham  and  afterwards  for  Garrett  Ise- 
man,    continuing   at   this   until    March,    1864,   when   he 
was    promoted    to    be    extra    freight    engineer    on    the 
main   line,   where   he   remained   until   May  6,    1867,   on 
which   date,    in   consequence   of  his   watch   "overbank- 
ing"  he  had  an  accident,  and — the  superintendent,  Mr. 
Riddle,  being  skeptical  as  to  the  possibility  of  such  a 
thing  happening— he  was  discharged,  and  went  to  the 
Raritan  &  Delaware  Bay  Railroad,  remaining  for  three 
months,   when — the   same    accident   happening   to   Mr. 
Riddle's  own  watch — he  was  at  once  reinstated.    After 
running  freight   for   two   or  three  years   Mr.    Sullivan 
was   made   a   passenger   engineer,   and   has   ever   since 
had  a  passenger  run,   his  present   runs  being  204  and 
209,  222  and  229,  between  Nyack  and  Jersey  City,  and 
his  engine  being  the  447,  a  class  "M"  Soule.  Mr.  Sulli- 
van has  always  been  a  stanch  supporter  of  the  Broth- 
erhood of  Locomotive  Engineers,  and  was  one  of  the 
organizers  of  Division  54,  at  Port  Jervis,  New  York, 
and   Hudson  Division,   No.   135,   of  Jersey   City,   being 
initiated  with  the  second  lot  of  engineers.     In  Division 
54  he  served  for  some  years  as  Second  Assistant  En- 
gineer in  13s,  and  has  held  various  other  offices  in  the 
division.     Outside  of  this  he  is  not  a  member  of  any 
other  societies,  but  is,  however,  a  communicant  of  St. 
Ann's  Church  at  Nyack.     He  was  married  on  October 
18,  1866,  to  Miss  Mary  A.  Glenn,  of  Otisville,  the  mar- 
riage taking  place  at  Port  Jervis.     Mr.  and  Mrs.  Sulli- 
van  have  three   daughters,  all  of  whom  are  now  em- 
ployed as  school   teachers,  two  of  them  in   Brooklyn, 
New  York,  and  the  other  at  Nyack,  where  the  family 
make  their  home,   Mr.   Sullivan  being  the  owner  of  a 
handsome  property  at  that  place.     More  than  his  full 
share  of  personal  damage  seems  to  have  fallen  to  Mr. 
Sullivan's  lot.     Once  his  engine  turned  over  with  him 
and  bruised  him  all   over,   and  seriously  disabled  him 
for  some  little  time,  during  w-hich,  however,  the  com- 
pany paid  him  his  full  salary  and  assumed  his  doctor's 


506 


ERIE    RAILWAY    EDITION. 


bill.  He  was  also  the  victim  of  the  great  Sheepshead 
Bay  wreck,  being  a  passenger  on  that  ill-fated  train. 
On  that  occasion  his  back  was  hurt  so  badly  as  to  lay 
him  up  for  three  months.  And  there  is  a  coal  switch 
at  Bergen  which  seems  to  have  had  almost  a  fatal 
fascination  for  Mr.  Sullivan's  engine,  inasmuch  as  he 
has  run  into  it  no  less  than  three  times,  giving  it,  in 
fact,  the  name  of  ''Sullivan's  switch."  Again  he  has 
had  a  collision  with  a  lumber  car,  this  taking  place  in 
a  driving  rain  so  dense  as  to  make  seeing  almost  im- 
possible. But  in  spite  of  all  this  the  President  of  the 
road  was  heard  to  say,  when  speaking  of  Mr.  Sullivan, 
that  he  would  not  leave  the  road  "while  I  am  presi- 
dent." Need  more  be  said?  Much  more  might  be 
added — the  good  will  of  his  fellows  and  the  respect 
and  esteem  of  his  fellow  townsmen  might  be  instanced 
— but  it  is  sufficient  to  say  that  John  P.  Sullivan  has 
won  and  deserves  the  title,  than  which  there  is  none 
better,   of  being  a   good  man. 


MICHAEL  J.    SWEENEY, 
Bufifalo,  New  York. 

There  are  probably  but  few  men  in  the  service  who 
have  had  so  many  narrow  escapes  as  Jilichael  J.  Swee- 
ney. Mr.  Sweeney  was  born  in  Baltimore,  Maryland, 
in  1852,  but  came  to  Buftalo  with  his  parents  when 
bu:  3  years  old.  His  schoolboy  days  were  spent  at 
No.  5,  "Old  Hydraulics,"  and  at  old  No.  33,  on  Elk 
street.  At  the  age  of  14  he  went  to  work  as  porter 
on  a  passenger  boat,  the  "Galena,"  plying  between 
Bufialo  and  Chicago;  the  following  year  he  obtained 
a  berth  as  steward  on  the  propeller  "Hunter."  Captain 
George  B.  Dickson,  between  same  ports,  attending 
school  in  the  winter  season.  When  17  years  of  age 
he  entered  the  employ  of  the  Erie  as  switchman  in  the 
yards  at  the  passenger  depot.  The  following  year  he 
commenced  braking  between  Buffalo  and  Hornells- 
ville,  then  between  Corning  and  Buffalo,  and  between 
Rochester  and  Corning  on  freight.  On  the  comple- 
tion of  the  Falls  Branch  he  was  transferred  there  and 
given  charge  of  an  engine;  there  he  remained  about  a 
year,  when  h-e  "was  made  fireman,  firing  on  a  freight 
beween  Buffalo  and  Hornellsville.  Some  time  prior 
to  this  he  met  with  his  first  accident;  this  was  at  the 
Junction,  when  he  was  caught  in  such  a  manner  as  to 
be  twisted  helplessly  around  the  brake  beam.  In  this 
position  he  was  dragged  for  some  distance  before  his 
cries  for  help  were  heard  by  the  fireman,  now  Engineer 
Forrestel,  who  immediately  ran  to  his  assistance  and 
succeeded  in  rescuing  him  from  his  perilous  position. 
Fortunate  it  was  for  Mr.  Sweeney  that  he  was  a  far 
more  slender  man  then  than  now,  otherwise  he  would 


probably  have  never  survived  to  be  included  among  the 
Erie  engineers.  Another  close  call  occurred  at  Menda, 
now  known  as  Dalton,  during  his  career  as  brake- 
man.  In  this  instance  he  had  been  called  forward  to 
the  engine,  where  he  remained  for  a  few  moments,  then 
started  back  over  the  train.  A  moment  later,  with  a 
tremendous  shock,  the  engine  of  his  train  and  that 
of  another  coming  in  the  opposite  direction  met  in  a 
head-on  collision.  Both  engineers  were  badly  hurt, 
and  the  fireman  (Wilder,  a  brother  of  Master  Me- 
chanic Wilder)  and  two  brakemen  were  killed.  Still 
another  time,  while  setting  brakes  the  brake  wheel 
gave  way,  precipitating  him  to  the  ground,  with  the 
wheel  still  clutched  firmly  in  his  grasp.  Yet  with  all 
these  experiences  he  never  up  to  this  time  received 
an  injury.  Upon  assuming  the  duties  of  a  fireman  he 
spent  about  nine  years  on  the  rounds  and  upon  extra 
freight  and  passenger  runs.  In  1879  he  was  promoted 
to  the  rank  of  engineer,  but  shortly  afterwards,  on 
account  of  dull  times,  he  was  put  back,  and  for  about 
a  year  he  was  hostler.  In  June,  1881,  he  resumed  his 
duties  as  engineer.  Scarcely  had  he  become  accus- 
tomed to  his  new  duties  when  he  met  the  most  remark- 
able accident  of  his  experience.  This  was  a  tail-end 
collision,  on  the  sharp  curve  near  Griswold.  Round- 
ing the  curve  at  full  speed  he  saw  the  rear  end  of  a 
train  in  front  of  him,  and  immediately  realized  that  a 
collision  was  inevitable.  His  first  thought  was  of  his 
fireman,  Hurly,  a  new  hand,  who  later  made  an  envied 
record  for  himself  as  an  oarsman.  He  placed  him  on 
the  outer  side  of  the  engine  and  forced  him  to  jump 
for  his  life,  for  had  he  remained  on  the  inside  he  would 
have  undoubtedly  been  killed.  Having  whistled  for 
brakes  and  reversed  his  engine,  he  then  jumped  to 
save  himself,  and  after  rolling  over  and  over,  brought 
up  against  a  fence  terribly  bruised  and  shaken,  but 
with  no  other  apparent  injury  than  a  badly  cut  nether 
lip,  which  has  given  him  considerable  trouble  ever 
since.  Bruised  and  bleeding  as  he  was,  Mr.  Sweeney's 
first  thought  was  of  his  engine,  and  of  the  danger  to 
the  lives  and  property  of  others.  Staggering  to  his 
feet  he  made  his  way  back  to  the  scene  of  collision. 
Of  his  engine  nothing  remained  but  the  boiler,  which 
threatened  every  moment  to  explode.  Heedless  of 
his  own  danger,  he  dumped  the  fire,  thus  averting 
the  expected  explosion.  It  was  a  tremendous  wreck; 
twenty  cars  or  more  were  piled  up  in  kindling,  yet 
strange  to  say  there  was  no  loss  of  life.  Mr.  Sweeney 
ran  the  Attica  pusher  one  year  on  the  Falls  Branch, 
and  for  five  years  was  on  the  Black  Rock  run;  for 
three  years  he  has  run  local  95  and  96  between  Buf- 
falo and  Hornellsville.  where  he  now  is.  On  January 
10.  1881,  Mr.  Sweeney  was  married  to  Miss  Catherine 
Gunnah.  Nine  children  have  been  born  to  them,  of 
whom  four  are  now  living.     Mrs.  Sweeney  comes  front 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


507 


a  family  of  railroad  men.  Her  brother,  John  Gunnah, 
being  an  engineer  in  the  service  of  the  Erie;  anotlier 
brother,  Daniel  Gunnah,  having  met  his  death  while 
holding  a  similar  position.  Mrs.  Sweeney  belongs  to 
the  Ladies'  Auxiliary,  B.  of  L.  E.,  and  is  as  ardent  in 
her  support  of  that  organization  as  her  husband  is  in 
his  support  of  the  Brotherhood,  which  he  joined  upon 
leaving  the  B.  of  L.  F. 


WILLIAM   SWEENEY, 
Rochester,   New   York. 

Since  engaging  in  railroad  work  William  Sweeney 
has  shown  tliose  qualities  of  perseverance  and  fidelity 
which  have  rapidly  brought  him  to  notice  amongst  the 
members  of  his  calling.  Born  in  Ontario  county,  New 
York,  on  July  i6,  1866,  he  is  the  son  of  John  Sweeney, 
a  section  foreman  on  the  New  Y'ork  Central  Railroad. 
Mr.  Sweeney  secured  a  good  common  school  educa- 
tion, having  studied  up  to  the  time  he  was  16  years 
of  age.  He  then  devoted  his  attention  to  farming;  but 
after  three  years  he  abandoned  agricultural  pursuits 
and  entered  the  employ  of  the  Vacuum  Oil  Com- 
pany, of  Rochester,  with  which  he  remained  three 
years.  On  January  20,  1888,  he  secured  a  position  as 
fireman  on  the  Erie,  and  after  eight  years  of  efficient 
service  on  the  Rochester  division  he  was  promoted 
to  engineeer,  his  advancement  dating  September  25, 
1896.  He  was  assigned  to  a  night  switch  engine  in 
the  Rochester  yards,  vi'here  he  continues  to  run,  per- 
forming his  work  in  a  manner  that  has  won  him  the 
approbation  of  his  superiors,  while  his  genial  nature 
makes  friends  of  all  his  acquaintances.  Mr.  Sweeney 
is  unmarried  and  belongs  to  Rochester  Lodge.  No. 
99,  B.  of  L.  E.,  and  the  .\.  O.  H..  of  that  city. 


York,  and  Sayer,  Pennsylvania,  and  then  left  to  ac- 
cept a  similar  position  with  the  Canadian  Southern. 
For  six  years  he  ran  between  Bugalo,  New  York,  and 
Detroit,  Michigan,  and  then  he  received  an  oflfer  from 
the  Louisville,  New  Albany  &  Chicago  as  roundhouse 
hostler,  and  accepted  the  same,  and  after  two  months 
was  promoted  to  engineer  in  the  fall  of  1882.  The 
first  of  the  following  year  he  was  ofifered  a  position 
on  the  Erie  by  Master  Mechanic  Acklcy,  and  accepted 
the  same,  since  which  time  he  has  been  engaged  in 
the  freight  service,  with  the  exception  of  about  five 
months,  when  he  was  Assistant  Road  Foreman  of 
Engineers,  his  jurisdiction  being  between  Chicago 
and  Marion.  He  has  on  many  dififerent  occasions 
demonstrated  his  ability  as  an  engineer  and  has  re- 
ceived both  written  and  verbal  congratulations  for 
the  fast  runs  made  and  good  judgment  e.xercised.  On 
August  18,  1881,  he  was  married  to  Miss  Anna  Cran- 
itch,  daughter  of  Matthew  B.  Cranitch,  a  railroad 
man  and  an  employe  of  the  track  department  of  the 
D.,  G.  H.  &  M.  for  forty  years.  Three  children  have 
been  born  to  thein,  of  whom  two  survive.  Albert  T., 
aged  17,  is  an  apprentice  in  the  Erie  machine  shops  at 
Huntington;  Fred  Coe,  aged  11,  is  attending  school; 
Alice  Laura,  died  when  2  years  of  age.  Mrs.  Sweet- 
land  is  a  prominent  member  of  the  Ladies'  Auxiliary 
to  B.  of  L.  E.,  being  Treasurer  of  the  organization  at 
Huntington.  Mr.  Sweetland  is  an  influential  citizen 
of  the  city,  and  is  a  member  of  Lodge  1006,  Royal 
Arcanum;  Amity  Lodge,  No.  483,  F.  &  A.  M.,  and 
B.  of  L.  E.,  Division  221,  of  which  order  he  was  first 
assistant  chief  for  two  years.  The  family  live  in  a 
fine  residence  at  the  corner  of  Jefiferson  and  Sophia 
streets,  which  is  the  scene  of  many  a  pleasant  social 
gathering,  for  Mr.  and  Mrs.  Sweetland  are  socially 
inclined  and   a   very   hospitable   couple. 


LEROY   B.  SWEETLAND, 

Huntington,    Indiana. 

One  of  the  best  engineers  on  the  stretch  between 
Huntington  and  Galion,  and  at  the  same  time  one 
of  the  most  popular  of  those  who  make  their  homes 
in  Huntington,  is  Leroy  B.  Sweetland.  His  father 
was  John  B.  Sweetland,  a  wagonmaker,  of  Dryden. 
Tompkins  county.  New  York,  and  at  this  place  Leroy 
was  born  July  3,  1856.  He  received  both  a  common 
and  high  school  education  and  at  the  age  of  17  started 
out  to  seek  his  fortune.  He  found  employment  as  a 
street  car  driver  in  Buffalo,  a  place  he  held  one  year, 
resigning  to  accept  a  place  as  brakeman  on  the 
Southern  Central  Railroad,  now  known  as  the  Lehigh 
\'alley.     For  one  year  he  ran  between   Auburn.   New 


CHARLES    H.    SWEETMAN, 
Meadville.    Pennsylvania. 

"The  first  man  on  the  list"  is  the  proud  distinction 
that  belongs  to  Charles  H.  Sweetman,  of  Meadville, 
and  is  one  that  he  has  earned  by  forty- two  years'  serv- 
ice at  the  throttle,  thirty-seven  of  which  have  been 
with  the  Erie.  His  father  was  John  Sweetman,  a 
shoemaker  and  early  settler  of  Sheridan,  New  York, 
and  the  subject  of  this  sketch  was  born  in  Knox- 
boro.  New  York,  April  18,  1838.  He  left  school  at  the 
age  of  13,  and  entered  the  machine  shops  at  Sheridan, 
New  York,  where  he  learned  the  practical  working 
of  a  locomotive.  He  began  his  railroad  career  in 
1857.  as  an  engineer  on  the  old  Milwaukee  &  Missis- 
sippi Railroad,  now  known  as  the  Chicago,  Milwau- 
kee  &   St.   Paul.      He   left  this  road   in   the   spring   of 


308 


ERIE    RAILWAY    EDITION. 


WILLIAM  B.  SWEETMAN. 


CHARLES  H.  SWEETMAN. 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


BOS' 


1859,  and  went  south,  where  he  accepted  employment 
on  the  Galveston,  Houston  &  Henderson  Railroad, 
running  out  of  Galveston,  Texas.  In  1861  he  left 
this  place  and  returned  north,  locating  at  Meadville, 
where  in  1862.  he  was  given  a  run  on  the  Atlantic  & 
Great  Western.  For  the  past  thirty-seven  years  he 
has  run  out  of  this  place,  and  was  advanced  in  the 
importance  of  his  runs  until  now  he  pulls  trains  on 
Nos.  7  and  10,  the  fast  New  York  and  Cleveland  ves- 
tibule. He  has  only  been  injured  once  during  his 
long  career,  and  that  was  in  Texas,  the  occasion  be- 
ing when  his  engine  turned  over  in  a  wreck,  break- 
ing his  arm.  He  is  a  member  of  B.  of  L.  E.,  Division 
43,  and  is  one  of  the  most  highly  respected  engineers 
in  Meadville.  having  a  host  of  friends  besides  those 
made  through  his  calling  as  engineer.  His  ability 
and  judgment  are  of  the  highest  order  and  the  officials 
have  great  confidence  in  him.  In  September.  1863. 
lie  was  married  to  Miss  Mary  Mackey,  daughter  of 
Ebenezer  Mackey,  a  grocer  at  Waterford,  Pennsyl- 
vania. They  have  two  children,  both  daughters; 
Jessie  J.,  aged  ;i,^.  is  a  graduate  of  Meadville  High 
School,  and  resides  at  home;  Idalene.  aged  30.  grad- 
uate of  Meadville  High  School,  is  married  to  George 
\'an  Pelt,  of  New  York,  who  is  employed  by  the 
Goodrich  Rubber  Company.  Mr.  Sweetman  owns  a 
fine  residence  property  in  Meadville  and  is  a  highly 
respected  citizen  of  that  city. 


\\"II.I.I.\M    B.    SWEETMAN, 
Meadville,   Pennsylvania. 

William  B.  Sweetman,  who  is  well  known  and 
|)opular  in  railroad  circles  in  Meadville,  was  born  in 
X'ersailles,  Cattaraugus  county,  New  York,  Decem- 
ber 6.  1844,  a  son  of  John  and  Mattie  (Davis)  Sweet- 
man.  When  a  child  but  four  years  of  age,  W.  B. 
Sweetman  commenced  attending  school  and  continued 
his  studies  until  1859.  On  February  i,  1861,  hfe  went 
to  Titusville,  and  for  the  following  year  operated  a 
stationary  engine  for  drilling  oil.  He  began  his  career 
as  a  railroad  man  in  the  spring  of  1862,  when  he  took 
a  position  as  brakeman  on  the  western  division  of 
the  (then)  New  York  &  Erie  Railroad.  Later  he 
served  as  a  fireman  on  the  Oil  Creek  Line,  and  still 
later  acted  in  the  same  capacity  under  the  veteran 
Joseph  York  on  the  Atlantic  &  Great  Western.  Pro- 
moted to  be  engineer  of  a  freight  train,  August  20, 
1864.  he  faithfully  discharged  his  duties  for  ten  years, 
when  he  was  installed  as  engineer  on  a  passenger 
train.  Since  that  time,  May  2,  1874,  he  has  held  some 
of  the  best  runs  on  the  division.  In  1864  Mr.  Sweet- 
man joined  the  Brotherhood  of  the  Footboard,  now 
the    Brotherhood    of    Locomotive    Engineers,    and    in 


September,  1808.  became  a  member  of  the  Insurance 
branch  of  the  order.  He  has  been  Chief  of  the  local 
division  for  two  years  and  a  delegate  to  the  Grand 
International  Division  of  the  Brotherhood,  which 
convened  in  San  Francisco  in  1884,  and  in  New  Or- 
leans in  1885.  In  politics  Mr.  Sweetman  is  a  free  sil- 
ver Democrat.  In  Sheridan,  New  York,  on  Febru- 
ary 7,  1867,  a  marriage  ceremony  was  performed,  by 
which  Hannah,  daughter  of  John  and  Sarah  (Thomas) 
Horner,  became  the  wife  of  W.  B.  Sweetman.  Two 
children  were  born  to  them:  Sarah  M.,  aged  29- 
years,  educated  in  Meadville  and  the  wife  of  F.  D, 
Weber,  a  farmer  of  New  York  State;  Cora  May,  aged 
20  years,  educated  in  Meadville,  and  married  to 
Charles  Thomas,  of  Buffalo,  New  York.  Mrs.  Sweet- 
man died  August  5.  1895.  Mr.  Sweetman  has  never 
met  with  an  accident,  has  only  crippled  one  trainman 
of  his  crew,  and  never  killed  any  one  of  his  train 
crew.  He  has  an  excellent  record  for  one  who  has 
been  a  railroad  man  for  so  long  a  time,  and  in  the 
entire  period  of  his  service  has  never  been  suspended 
a  day.  He  is  now  running  trains  7  and  10,  the  fast 
Cleveland  and  New  York  vestibule  trains  on  the 
Meadville   division,   east. 


CHARLES   E.   SYMONDS, 

Cleveland,  Ohio. 

Charles  E.  Symonds  was  born  in  Niagara  Falls,  New 
York,  on  April_27,  1845,  and  began  his  railroad  career 
in  June,  1866,  as  a  fireman  on  the  Atlantic  &  Great 
Western,  being  promoted  to  engineer  in  February. 
1869.  Since  that  time  he  has  run  an  engine  in  the 
freight  service  and  for  the  past  twelve  years  has  had 
the  local  freight.  Mr.  Symonds  was  married  on  No- 
vember 24.  1870,  and  resides  in  Cleveland,  Ohio,  at 
19  Bridge  street,  being  highly  regarded  by  his  many 
acquamtances,  especially  in  railroad  circles  where  he- 
is   best   known. 


NATHANIEL  TAFT. 

Matamoras,    Pennsylvania. 

Nathaniel  Taft  was  born  in  Mendon,  Massachusetts, 
March  15,  1825,  and  attended  school  until  he  was  12- 
years  of  age.  He  then  engaged  in  farming  for  a  while, 
but  tiring  of  that  he  went  farther  east  and  drove  a 
stage  for  some  time  between  Providence  and  Worces- 
ter. Later  he  worked  at  the  carpenter  trade  and  then 
run  a  stationary  engine  for  the  agricultural  works  at 
Blackstone  for  four  years.  He  began  his  railroad 
career  as  a  fireman  on  the  Fitchburg  &  Worcester 
road.   May  26.   1849,  bein.i;  promoted  to  engineer  Jan- 


510 


ERIE    RAILWAY    EDITION. 


JAMES    R.    SWIFT. 


NATHANIEI>  TAFT. 


AMERICAN    LOCOMOTn"E    ENGINEERS. 


511 


uary  i8,  1850.  He  left  that  road  in  1856  and  took  serv- 
ice with  the  Erie,  and  was  soon  placed  in  charge 
of  a  run  on  passenger  trains  I  and  8,  which  he  hauled 
until  1892.  A  change  in  time  placed  his  runs  at  night 
and  he  asked  for  a  day  run;  he  was  given  what  is 
called  the  "shop  engine"  in  the  I'ort  Jervis  yard  which 
he  still  runs,  receiving  road  pay,  as  a  slight  testimonial 
from  the  officials  of  the  high  regard  in  which  he  is 
held.  On  August  17,  1847,  Mr.  Taft  was  married  to 
Miss  Mahalah  A,  Damon  of  West  Rutland,  Massa- 
chusetts, and  six  children  have  been  born  to  them, 
five  of  whom  are  living.  For  fourteen  years  he  ran 
old  engine  No.  38,  built  in  the  Susquehanna  shops, 
and  the  engine  made  but  two  trips  in  that  time  con- 
trolled by  another  engineer;  he  also  ran  No.  195 
eleven  years.  Abraham  Lincoln  rode  with  Mr.  Taft 
on  the  engine  while  on  the  way  to  his  first  inaugura- 
tion, and  General  Grant  rode  with  him  twice,  besides 
one  other  President  graced  his  cab  with  his  presence. 
The  late  James  G.  Blaine  liaving  heard  General  Grant 
speak  about  riding  with  i\Ir.  Taft,  was  anxious  to  do 
so,  too,  and  when  the  opportunity  presented  itself 
availed  himself  of  the  chance.  Mr.  Blaine  was  so  well 
pleased  that  he  asked  the  privilege  to  fire  for  a  dis- 
tance, and  permission  was  accorded.  He  fired  from 
Deposit  to  Summit,  a  distance  of  seven  miles,  and 
tlien,  "sweating  like  a  beaver,"  he  gave  it  up.  The 
Friday  previous  to  his  death  Jim  Fisk,  then  president 
of  the  Erie,  in  company  with  Josie  Mansfield,  rode 
with  Mr.  Taft  over  the  entire  Delaware  Division.  Mr. 
Taft  has  never  used  tobacco  or  liquor  in  any  form 
and  is  a  Royal  Templar.  He  also  belongs  to  the  His- 
torical society  of  Orange  County;  Port  Jervis  Lodge 
No.  54,  B.  of  L.  E.;  the  IMasonic  and  Odd  Fellow- 
Lodges  of  Port  Jervis  and  the  Hope  Evangelical 
Church  of  Alatamoras.  He  is  a  republican  in  politics 
and  a  strong  temperance  advocate.  On  October  12 
Mr.  Taft  finished  his  forty-third  year  on  Delaware 
Division  of  the  Erie,  and  has  made  a  total  of  1,650.950 
miles  in  that  time. 


SEXTUS   E.   TAYLOR, 
Port  Jervis,  New  York. 

On  October  26,  1854,  Sextus  E.  Taylor  was  born  in 
Buckingham,  Wayne  County,  Pennsylvania,  and  after 
attending  school  until  he  was  13  years  of  age,  went 
to  work  in  Portney's  glass  factory,  where  he  remained 
several  years,  leaving  eventually  to  take  a  position  as 
engine  wiper  in  the  Erie  round  house  at  Port  Jervis. 
In  January.  1871,  he  was  advanced  to  fireman,  a  posi- 
tion he  held  for  ten  years,  almost  continually  on 
freight  trains.  In  December,  1880,  his^long  and  faith- 
ful   service   as    fireman    was    rewarded    by   being    pro- 


moted to  engineer,  and  for  the  past  nineteen  years  he 
has  been  engaged  in  the  freight  department,  at  present 
running  train  37  west  and  east  on  extra.  Mr.  Taylor 
chose  as  his  life  partner  Miss  Arrietta  A.  Jacoby,  an 
accomplished  young  lady  of  Milford,  Pennsylvania, 
and  their  married  life  has  been  most  pleasant.  Three 
children  have  been  born  to  them,  two  of  whom  are 
living,  the  older  of  whom  is  now  firing  on  the  Eastern 
Diftision  of  the  Erie.  Mr.  Taylor  was  one  of  the 
organizers  of  the  first  lodge  of  the  B.  of  L.  F.,  Deer 
Park  Lodge  No.  i,  of  Port  Jervis,  and  in  1881,  he  be- 
came affiliated  with  the  B.  of  L.  E.,  Division  No.  54; 
he  also  belongs  to  Port  Jervis  Lodge  I.  O.  O.  F., 
having  joined  in  1894.  Mrs.  Taylor  is  a  prominent 
society  woman  of  Port  Jervis.  She  is  a  charter  mem- 
ber of  the  Ladies'  Auxiliary  to  the  B.  of  L.  E.,  being 
President  of  the  same  in  1895  and  is  now  Vice  Presi- 
dent; she  also  belongs  to  the  Daughters  of  Rebecca, 
havingiheld  the  office  of  Noble  Grand  one  term.  Mr. 
Taylor  was  in  a  bad  collision  July  2,  1881.  at  Lans- 
borrough  bridge,  between  coal  train.  No.  14,  and  a 
"wild  cat"  east.  No  signals  were  displayed,  and  as 
a  result  the  three  trains  mixed  it  up  to  the  extent  of 
several  thousand  dollars  on  the  bridge.  Mr.  Taylor 
is  considered  a  reliable,  steady  workman,  and  stands 
very  high  both  with  his  superiors  and  fellow  citizens. 


ROBERT   J.    TAYLOR. 
Port  Jervis,   New  York. 

One  of  the  oldest  employes  of  the  Erie  is  Engineer 
Robert  J.  Taylor,  who,  though  70  years  of  age,  still 
runs  a  switch  engine  in  the  Port  Jervis  yard.  He 
was  born  at  Delhi,  Delaware  County,  New  York,  in 
1S29,  and  was  of  German  descent,  both  his  grandfather 
and  grandmother  being  natives  of  that  country.  Mr. 
Taylor's  father  was  Calvin  Taylor,  a  gunsmith,  who 
made  some  of  the  first  guns  sent  to  California.  His 
mother  died  when  he  was  3  years  of  age,  and  he 
was  raised  by  his  grandparents.  His  grandfather, 
whose  name  was  Jasper  Taylor,  was  a  mason  by 
trade,  but  abandoned  it  to  become  a  minister  in  the 
Baptist  church.  He  had  large  real  estate  holdings, 
which  were  looked  after  by  his  sons,  and  thus  the 
subject  of  our  sketch  worked  on  a  farm  and  attended 
school  until  he  was  16.  After  another  year  on  the 
farm  he  left  the  home  of  his  grandparents  in  Welton- 
ville.  New  York,  and  went  to  Rochester  to  work  on 
the  Erie  Canal.  He  drove  horses  two  years  and  then 
became  steersman  on  a  canal  boat  for  one  season, 
after  which  he  went  back  to  the  old  farm,  but  only 
staid  one  summer,  going  down  the  Delaware  River 
to    Philadelphia   where   he   worked   several   months   in 


512 


ERIE    RAILWAY    EDITION. 


ROBERT  J.  TAYLOR. 


SEXTUS  E.  TAYLOR. 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


513 


a  luiiibL-r  yard.  In  i8(io  he  liircd  with  the  Erie  as 
boss  fence  builder,  but  soon  was  given  a  position  as 
fireman,  going  out  first  with  Lewis  Stanley  and  later 
with  Jesse  Carpenter.  After  firing  two  years  on 
freight  and  one  week  on  passenger  he  was  promoted 
to  Engine  Dispatcher  for  eight  years  going  then  to 
the  Port  Jervis  yard  where  he  has  run  an  engine  for 
the  past  thirty  years.  In  1853  Mr.  Taylor  was  united 
ii!  marriage  to  Miss  Viola  E.  Travis,  of  Buckingham 
township,  Wayne  County,  Pennsylvania,  being  mar- 
ried by  Rev.  Edmund  Cook,  a  Baptist  minister.  Mrs. 
Taylor's  grandfather  on  her  mother's  side  was  Uriah 
Jacobs  who  served  seven  years  in  the  Revolutionary 
War  and  died  at  the  age  of  87  years.  He  was  present 
at  tlie  noted  Brant  massacre  at  Wyoming,  and  re- 
ceived a  pension  from  the  government;  he  was  also 
present  at  the  surrender  of  Cornwallis  to  Washing- 
ton. Five  children  were  born  to  Mr.  and  Mrs.  Taylor, 
four  boys  and  one  girl,  the  latter  dying  in  infancy; 
the  sons  are  all  grown  to  maturity  and  have  families 
of  their  own.  Se.xtus  E.,  the  oldest,  is  an  engineer; 
George  Thomas  is  a  mechanical  engineer  and  sur- 
veyor; Robert  A.,  a  practicing  physician,  and  William 
H.,  an  engineer.  In  1870  Mr.  Taylor  became  a  mem- 
ber of  the  I.  O.  O.  P.,  and  in  the  same  year  he  joined 
the  B.  of  L.  E.  In  1858  Mr.  Taylor  and  his  good 
wife  became  tiiembers  of  the  Baptist  church,  being 
baptized  in  the  Delaware  river  at  Hancock.  They 
have  ever  since  been  devout  members  of  that  denom- 
ination, and  are  respected  by  all  who  have  the  good 
fortune   to  know"  them. 


JOHN    M.    TERHUNE, 

Cleveland,  Ohio. 

John  M.  Terhune  was  borti  in  Upper  Canada,  Au- 
gust 13,  1853,  and  at  the  age  of  12  years  came  to  the 
LInited  States  with  his  parents,  wlio  settled  at  War- 
rensville,  Ohio.  The  young  man  left  school  at  the 
age  of  14  and  went  to  work  on  a  farm.  He  followed 
this  avocation  ten  years  and  then  went  to  Cleveland, 
where  for  three  years  he  engaged  in  teaming  on  his 
own  account.  In  1880  he  sold  out  his  business,  and 
for  the  ne.xt  year  worked  as  a  carpenter,  leaving  that 
trade  to  enter  the  employ  of  a  street  car  company  as 
driver  and  later  as  a  conductor.  On  September  6, 
1881.  he  secured  a  position  as  fireman  on  the  Erie 
and  worked  in  that  capacity  until  November,  1886, 
when  he  was  rewarded  for  his  excellent  work  as  fire- 
man by  promotion  to  engineer.  He  ran  on  through 
freight  for  over  three  years,  and  then  at  his  own  re- 
quest was  given  an  engine  in  the  Cleveland  yards 
where   he   has   been   ever   since.      He   is   considered   a 


highly  competent  engineer  and  is  quite  popular  with 
his  fellow  employes  and  th.e  ofiicials  of  the  Mahoning 
Division.  On  December  20,  i88g,  Mr.  Terhune  was 
married  to  Miss  Rachel  S.  Hicks,  the  accomplished 
daughter  of  John  Hicks,  a  retired  capitalist  of  Cleve- 
l.ind.  One  child  was  born  to  them.  John  P.,  but  they 
were  called  upon  to  mourn  his  loss  when  he  was  but 
5  months  old.  Mrs.  Terhune's  parents  live  in  Cleve- 
land, as  does  Mr.  Terhune's  mother,  his  father  being 
dead.  Mr.  Terhune  is  a  prominent  member  of  De- 
vereaux  Lodge  No.  167,  B.  of  L.  E.,  and  a  respected 
citizen  of  Cleveland.  He  owns  a  fine  home  on  Fifth 
avenue   and   several   other  pieces   of  valuable   property. 


WILLIAM  D.  THAYER, 

Avon,   New   York. 

W'illiam  D.  Thayer  was  born  in  Livonia,  New  York, 
on  November  6,  1854,  being  the  son  of  M.  D.  Thayer, 
a  farmer  of  Livingston  County.  He  left  school  at 
the  age  of  18  and  began  work  in  a  machine  shop  in 
Rochester  as  a  machinist's  apprentice.  He  worked  at 
this  for  one  year  and,  the  firm  making  an  assignment 
and  closing  down  work,  Mr.  Thayer  went  home  and 
assisted  in  running  his  father's  farm,  going  then  to 
Buffalo  where  he  worked  two  years  in  a  pump  factory, 
which  also  closed  up  business  for  financial  reasons. 
He  then  returned  to  farming  for  a  short  time  and  gave 
that  up  to  take  a  position  as  engineer  on  a  boat  on 
Conesus  Lake.  He  then  went  to  South  Lima,  where 
he  engaged  in  the  grocery  business,  but  after  a  year 
I)ecame  dissatisfied  and  applied  for  a  position  as  fire- 
luan  on  the  Erie,  receiving  an  appointment  on  No- 
vember I,  1881,  and  immediately  accepted  it.  He 
served  in  this  capacity  for  seven  years,  running  on 
the  Rochester  Division  and  Attica  Branch  in  the 
winter  time,  the  company  releasing  him  in  the  summer 
to  run  an  engine  on  a  Conesus  Lake  boat.  In  May, 
1888,  he  was  promoted  to  engineer  and  for  a  number  of 
years  ran  local  freight  between  Rochester  and  Avon, 
now  having  a  through  freight  run  between  Rochester 
and  Corning.  In  March,  1880,  Mr.  Thayer  was  mar- 
ried to  Miss  Alida  Hobin,  daughter  of  Wallace  Hobin, 
a  liveryman  of  Livonia,  New  York.  They  have  a 
promising  family  of  nine  children,  of  whom  May, 
aged  18,  is  the  eldest;  Fred,  Harry,  Martin  and  Edwin 
are  attending  school,  while  Carrie,  Emma,  Julia  and 
William  remain  at  home.  Mr.  Thayer  is  a  lodge  man 
of  some  distinction,  being  affiliated  with  Division  15, 
B,  of  L.  E.  of  Buffalo;  Avon  Lodge  No.  570,  F.  &  A. 
M.:  Lodge  153,  K.  O.  T.  M.;  Onnolee  Tribe  No.  249, 
Red  Men,  and  the  Avon  Hose  Company. 


514 


ERIE    RAILWAY    EDITION. 


GEORGE  H.   THOMAS, 

Susquehanna,  Pennsylvania. 

George  H.  Thomas  who  was  born  in  Austria,  on 
April  24,  1863,  came  to  America  with  his  father,  John 
Thomas,  a  blacksmith  and  machinist,  in  1881.  Mr. 
Thomas  had  received  a  common  school  education  in 
his  native  country  and  learned  the  shoemaker's  trade, 
so  when  he  settled  here  he  soon  found  work  at  his 
trade  in  Port  Jervis.  He  left  there  shortly  afterward 
and  worked  in  Binghamton  eighteen  months.  He  was 
employed  on  the  Erie  Canal  two  seasons,  and  from 
there  went  to  Wilkesbarre,  Pennsylvania,  where  he 
worked  a  short  time  at  his  trade,  and  then  to  Bing- 
hamton where  he  took  care  of  a  team  for  nine  months. 
In  1885  he  secured  a  place  in  the  car  repair  depart- 
ment of  the  Erie,  where  he  remained  until  1887,  and 
then  was  advanced  to  brakeman.  He  served  in  this 
capacity  but  a  short  time,  accepting  an  advance  to 
fireman  in  the  fall  of  1887.  Mr.  Thomas  was  a  model 
fireman  and  the  four  years  he  wielded  the  shovel 
marked  him  as  a  faithful  and  efficient  workman.  He  was 
promoted  with  credit  to  engineer  in  December,  i8gi, 
and  has  since  run  in  the  freight  service  between  Sus- 
quehanna and  Hornellsville.  On  April  15,  1885,  Mr. 
Thomas  was  married  to  Miss  Mary  Gregory,  daugh- 
ter of  George  Gregory,  a  butcher  of  Deposit,  New- 
York.  They  have  five  children — Frank,  aged  13,  who 
is  attending  Laurel  Hill  School;  George,  aged  10,  and 
John,  aged  7,  who  are  attending  public  school;  James 
is  3  years  old,  and  Irene,  the  only  girl  in  the  family, 
is  2  years  of  age.  Mr.  Thomas  is  a  member  of  the 
C.  M.  B.  A.  of  Susquehanna,  and  is  prominent  in  the 
councils  of  the  B.  of  L.  P.,  Division  208,  having  held 
a  subordinate  ofificc  for  the  past  five  years.  Mr. 
Thomas  is  quite  popular  with  his  brother  engineers 
and  is  highly  respected  by  his  many  acquaintances  in 
Susquehanna. 

FRANK   H.   THOMPSON, 

Akron,   Ohio. 

There  is  perhaps  no  engineer  in  the  employ  of  the 
Erie  who  is  better  fitted  to  fill  his  position  than  Frank 
H.  Thompson,  for  beside  knowing  the  practical  work 
of  an  engineer  from  years  of  experience,  he  came  to 
his  position  prepared  by  a  theoretical  knowledge  of 
mechanics,  having  taken  a  full  course  of  study  in  that 
line  at  Cornell  University  after  he  had  finished  his 
common  school  education.  He  is  the  son  of  Daniel 
Thompson,  an  early  settler  of  Orange  County.  New 
York,  and  was  born  in  the  town  of  Thompson  Ridge, 
that  state,  February  8,  1853.  After  finishing  his  course 
at  Cornell  he  entered  the  machine  shop  at  Meadville, 


Pennsylvania,  and  worked  there  one  year,  going  from 
that  place  to  the  New  York  Central,  where  he  worked 
six  months  as  a  fireman.  He  resigned  this  position 
to  accept  a  similar  one  on  the  Erie,  running  out  ol 
Gallon.  From  1875  to  1881  he  fired  on  the  Erie, 
when  he  was  promoted  to  engineer.  He  ran  one  year 
and  a  half  in  the  road  service  and  then  was  assigned 
to  a  switch  engine  in  the  Akron  yards,  where  he  yet 
remains,  to  his  entire  satisfaction.  Mr.  Thompson  is 
a  capable  engineer  and  his  ability  commands  the  re- 
spect of  both  his  fellow  workmen  and  his  superiors. 
He  is  a  member  of  the  Foresters,  and  Division  No.  16, 
B.  of  L.  E.,  in  the  aflfairs  of  which  he  takes  great 
interest.  He  owns  fine  residence  property  in  Akron, 
and  is  an  influential  citizen  of  the  city,  having  been 
elected  Alderman  of  the  Fourth  Ward  in  April,  1899. 
On  December  3,  1888,  he  was  married  to  Miss  Eleanor 
Black,  of  Gabon,  Ohio,  and  they  have  two  children, 
ISIax  and  Mabel,  who  are  twins  9  years  of  age.  They 
are  attending  school,  and  are  both  very  bright  and 
apt  at  their  studies,  particularly  in  music  and  elocu- 
tion. 


NEIL    S.    THOMPSON, 
Youngstown,  Ohio. 

Neil  S.  Thompson  was  born  at  Geauga  Lake,  Ohio, 
April  2,  1864.  He  attended  school  until  he  was  16 
years  of  age  and  then  for  two  years  worked  on  his 
father's  farm.  In  1881  he  went  to  Aurora,  Ohio, 
where  he  secured  a  position  in  a  cheese  factory,  and 
after  working  there  three  years  went  to  Chagrin  Falls, 
Ohio,  where  he  accepted  a  similar  position,  which  he 
held  one  year.  He  went  to  Cleveland  in  1885,  and 
in  June  of  that  year  began  his  railroad  career  as  a 
fireman  on  the  Erie.  He  was  promoted  to  engineer 
in  December,  1892,  and  after  a  year  on  the  footboard 
was  set  back  to  fireman,  with  many  others,  on  account 
of  slack  business.  He  fired  about  a  year  'more  on 
passenger,  and  was  again  placed  on  the  list  of  en- 
gineers. He  ran  as  an  extra  for  a  short  time,  but 
was  soon  given  a  regular  engine  in  the  freight  service. 
In  December,  1890,  while  firing  passenger  engine  312 
on  train  71,  he  was  in  a  wreck  at  Leavittsburg.  A 
switch  had  been  left  open  and  the  passenger  train 
ran  into  a  freight  on  the  siding.  The  engine  was 
demolished  and  Mr.  Thompson  undoubtedly  saved  his 
life  by  timely  jumping.  As  it  was  he  sustained  a 
fracture  of  the  bone  in  his  right  leg.  At  another  time 
on  the  same  engine  the  wind  blew  a  pane  of  glass 
out  of  the  cab  window.  It  struck^  Mr.  Thompson  and 
cut  his  face  to  such  an  extent  that  he  still  carries  the 
scars  made  by  this  unfortunate  accident.  Mr.  Thomp- 
son's  parents   live   in   Solon,   Ohio,   and   are   hale   and 


AMERICAN    LOCOMOTIVE    ENGINEERS 


515 


WILLIAM   D.  THAYER. 


GEORGE   H.    THOMAS. 


516 


ERIE    RAILWAY    EDITION. 


hearty;  his  father  is  a  carpenter  and  is  64  years  of 
age,  while  his  mother  is  53.  His  grandparents  are 
yet  alive  and  Hving  in  Cleveland,  Ohio.  Though 
their  ages  are  86  and  84,  respectively,  they  are  both 
quite  active;  his  grandfather  attending  to  all  the 
chores  while  his  grandmother  does  her  own  house- 
work, sews,  knits,  etc.  Mr.  Thompson  was  married 
to  Miss  Isabel  Davidson  of  Cleveland,  April  24,  1889. 
They  have  two  bright  sons,  aged  9  and  4,  who  are 
attending  school  and  are  the  especial  pride  of  Mrs. 
Thompson's  motherly  heart.  Mr.  and  Mrs.  Thomp- 
son are  a  hospitable  couple  and  it  is  a  source  of  en- 
joyment to  visit  their  pleasant  home.  Mr.  Thompson 
has  been  for  the  past  thirteen  years  a  member  of 
Forest  City  Lodge  No.  10,  B.  of  L.  P.,  in  the  affairs 
of  which  he  takes  a  great  interest. 


R.   K.   THORNHILL. 

Rutherford,  New  Jersey. 

The  subject  of  this  sketch  was  born  in  New  York 
City  May  29,  185 1,  and  is  the  son  of  Richard  Thornhill, 
a  hatter  who  left  England  and  settled  in  that  city  back 
in  the  '40s.  The  young  man  attended  public  school 
some  years  and  finished  up  his  education  in  a  private 
academy  in  Hackensack,  New  Jersey.  For  some  years 
he  worked  as  an  apothecary  in  Jersey  City  and  then 
acted  as  paymaster's  yeoman  in  United  States  Navy 
at  Rio  de  Janeiro,  Brazil.  In  November,  1879,  he 
secured  a  position  as  fireman  on  the  Erie,  but  after 
working  for  this  company  some  time  he  left  for  the 
west  where  he  traveled  about  considerably,  working 
as  a  fireman  for  the  Texas  Pacific  Railroad  for  a  period 
of  three  months.  Returning  east  again  he  entered 
the  employ  of  the  Erie,  and  fired  until  February,  1887, 
when  he  was  promoted  to  engineer  and  assigned  to 
the  freight  department  where  he  has  been  working 
since.  Mr.  Thornhill  was  married  in  July,  1883,  to 
Miss  Mary  A.  Harmon,  daughter  of  Uriah  Harmon, 
a  dentist  of  Chatham,  New  York.  They  have  one 
daughter,  Ida,  who  is  attending  school  and  resides 
with  her  parents  in  their  own  pleasant  home.  Mr. 
Thornhill  is  a  member  of  Jersey  City  Lodge  No.  543, 
B.  of  L.  P.;  Lodge  210,  I.  O.  O.  P.  of  Jersey  City; 
Varrich  Lodge  No.  31,  F.  &  A.  M.,  and  the  Elks. 
He  is  a  popular  man  among  his  associates,  and  is  a 
highly  esteemed  citizen  of  Rutherford. 


ton.  a  prominent  farmer  of  Ontario  County,  that  state. 
The  young  man  was  an  industrious  student  in  the 
public  school  of  his  native  town  until  he  was  19  years 
of  age,  when  he  abandoned  school  and  went  to  work 
on  his  father's  farm.  He  soon  gave  this  up  and  ac- 
cepted a  position  with  the  Wide-Awake  Threshing  and 
Engine  Works  at  Waterloo,  New  York,  and  for  two 
years  worked  there  in  the  winter  time,  running  as 
engineer  on  a  pleasure  yacht  in  the  summer  time  on 
Seneca  Lake  between  Watkins  and  Geneva,  New 
York.  In  1886  he  accepted  a  position  on  the  Grand 
Trunk  and  was  stationed  at  Chicago  as  hostler.  Four 
months  later  he  resigned  to  take  a  job  firing  on  the 
Erie  under  Master  Mechanic  Joehan.  He  fired  two 
years  on  freight  and  two  years  on  passenger,  when, 
in  October,  1890,  his  exceptionally  good  record  as  a 
fireman  won  him  promotion  to  engineer,  since  which 
time  he  has  been  in  the  freight  service  between  Galiort 
and  Chicago.  He  is  classed  among  the  best  of  the 
rising  young  engineers  and  has  many  times  demon- 
strated that  his  promotion  was  fully  merited.  In  Feb- 
ruary, 189s,  Mr.  Thornton  was  married  to  Miss  Ella 
L.  Kline,  daughter  of  Henry  Kline,  a  prominent  and 
pioneer  farmer  of  Huntington  County,  Indiana.  Mrs. 
Thornton  is  a  society  favorite,  and  a  member  of 
Ladies  of  the  Maccabees,  and  Jewel  Hive  No.  63  of 
Huntington.  Mr,  Thornton  is  a  member  of  Amity 
Lodge  No.  483,  P.  &  A.  M.,  and  B.  of  L.  E.,  Division 
221.  He  owns  a  fine  residence  at  the  corner  of  Bryant 
and  Front  streets,  and  is  a  valued  citizen  of  Hunting- 
ton, being  a  favorite  among  his  fellow  employes  as 
well  as  genial  companion  to  all  who  have  the  good 
fortune   to   know  him   intimately. 


EDWARD  THORNTON, 
Huntington.    Indiana. 

Edward  Thornton  was  born  in  Geneva,   New   York, 
October  22,  1861,  and  is  the  son  of  Alexander  Thorn- 


WILLIAM  H.  TIFFANY, 
Susquehanna,   Pennsylvania. 

William  H.  Tiffany  is  one  of  those  prosperous  in- 
dividuals who  believes  in  "making  hay  while  the  sun 
shines,"  and  with  this  purpose  in  view  he  has  in- 
vested his  earnings  so  advantageously  that  even  now, 
while  in  the  prime  of  life,  he  has  amassed  a  com- 
petence, most  of  which  is  invested  in  property  in 
Oakland  and  Susquehanna,  Pennsylvania,  and  Wind- 
sor, New  York.  The  son  of  Henry  Tififany,  he  was 
Ijorn  in  Hartford,  Pennsylvania,  on  September 
16,  1853.  He  received  a  common,  commercial  and 
high  school  education,  after  which  he  engaged  in 
farming  for  seven  years.  In  the  fall  of  1879  he  took 
service  with  the  Erie  as  a  fireman,  in  which  capacity 
he  served  for  nine  years,  the  first  four  on  freight  and 
the  last  five  on  passenger  trains  Nos.  4  and  5.  He 
was    promoted    with    credit   to   engineer    in    the    fall    of 


AMERICAN'    T.OCOMOTIXE    ENGINEERS. 


517 


ED\YARD  THORNTON. 


JOHN  TIERNEY. 


618 


ERIE    RAILWAY    EDITION. 


1888,  and  is  now  running  preferred  freight  trains  Nos. 
78  and  79  between  Susquehanna  and  Hornellsville. 
He  has  pulled  these  trains  for  the  past  two  years,  and 
in  every  circumstance  ranks  among  the  best  engineers 
of  the  division.  In  March,  1875,  Mr.  Tiiifany  was 
married  to  Miss  Kate  Pierce,  daughter  of  Harvey 
Pierce,  a  farmer  of  Broome  County,  New  York.  One 
child  was  born  to  them,  Leonard  Ray,  20  years  of 
age,  who  is  a  telegraph  operator  in  the  employ  of 
the  Erie.  In  i8go  while  out  sleighriding  the  horse 
ran  away,  throwing  Mrs.  Tiflfany  from  the  sleigh  upon 
the  ground.  She  suffered  a  concussion  of  the  brain 
from  whicli  she  died.  In  1892  Mr.  Tiffany  was  united 
in  marriage  to  Miss  Jennie  Kent,  daughter  of  Eri 
Kent,  of  Windsor,  New  York.  Mrs.  Tiffany  is  a 
member  of  the  Ladies'  Auxiliary  to  the  B.  of  L.  E., 
and  is  prominent  in  social  affairs.  Mr.  Tiffany  is  a 
member  of  Starrucca  Lodge  No.  137,  B.  of  L.  E.,  and 
has  been  a  subordinate  officer  of  the  lodge.  He  is  one 
of  the  city's  most  substantial  and  respected  residents, 
and  is  a  popular  and  public  spirited  man. 


JOHN    TIERNEY, 

Carbondale,    Pennsylvania. 

In  a  pleasant  cottage  home  on  Dundoff  street,  re- 
sides with  his  family,  one  of  the  most  popular  en- 
gineers of  the  Jefferson  Division,  and  at  the  same 
time,  one  of  Carbondale's  best  citizens.  John  Tierney, 
son  of  Edward  T.  Tierney  a  stationary  engine  fire- 
man of  Providence,  Rhode  Island,  was  born  in  that 
city  November  21,  1854.  At  the  age  of  12  years  he 
left  school  and  for  nine  years  worked  in  the  Atlantic 
Delane  Cotton  Factory.  He  then  secured  a  position 
as  call  boy  for  the  Erie  at  Carbondale,  and  worked  in 
that  capacity '  from  1875  to  1878,  when  he  was  ad- 
vanced to  fireman.  For  seven  years  he  fired  on  the 
Jefferson  Division  and  then  his  faithful  service  was 
rewarded  by  a  merited  promotion  to  engineer  in  Oc- 
tober, 1885.  Since  that  time  he  has  run  continually 
in  the  freight  service  on  the  Jefferson  Division,  and 
on  numerous  occasions  he  has  demonstrated  that  he 
is  an  engineer  of  high  class,  thus  winning  the  approval 
and  high  regard  of  his  superiors.  January  i,  1880,  he 
was  united  in  marriage  to  Miss  Kate  Golden,  daugh- 
ter of  John  Golden  of  Carbondale,  and  seven  children 
have  blessed  their  union.  Edward,  aged  19,  is  working 
at  the  machinist's  trade;  Morris,  16;  May,  13;  Lizzie,  10, 
and  Florence,  7,  are  attending  school,  while  Francis, 
aged  3,  and  Robert  Emmett,  the  baby,  are  the  spe- 
cial care  of  Mrs.  Tierney,  who  takes  great  pride  in 
her  family  of  bright  boys  and  girls.  Mr.  Tierney  is  a 
member  of  B.  of  L.  E.,  Division  468,  and  takes  great 
interest  in  its  affairs  and  working. 


JOSEPH   W.   TOMLINSON, 

Chicago,    Illinois. 

Joseph  W.  Tomlinson  was  born  in  Sunbury,  Penn- 
sylvania, on  May  18,  1869,  being  the  son  of  Joseph 
W.  Tomlinson,  Sr.,  a  railroad  man  in  the  employ  of 
the  Erie  Company.  On  leaving  school  at  the  age  of 
17  Mr.  Tomlinson  became  a  messenger  for  the  West- 
ern Union  Telegraph  Company  at  Hornellsville,  New 
York,  working  in  that  capacity  for  a  period  of  one 
year  when  he  began  railroading  as  a  switch-tender 
for  the  Erie  in  the  Hornellsville  yards.  After  a  year 
of  this  work  he  decided  to  go  west,  and  located  in 
Chicago,  where  for  one  year  he  worked  as  a  butcher 
in  the  Union  Stock  Yards.  He  then  secured  a  situa- 
tion as  fireman  on  the  Erie,  and  for  two  years  ran 
between  Chicago  and  Huntington,  establishing  in  that 
time  a  high  record  as  a  competent  fireman.  In  the 
winter  of  1892  he  was  deemed  capable  of  taking 
charge  of  an  engine,  and  was  accordingly  promoted 
to  the  rank  of  engineer,  since  which  time  he  has  been 
running  in  the  Chicago  yards.  On  June  29,  1893,  Mr. 
Tomlinson  was  married  to  Miss  Anna  Kelley  of  Chi- 
cago, and  they  have  three  children,  Marion,  aged  3; 
Anna.  2;  and  Joseph,  the  baby  and  pet  of  the  house- 
hold. Besides  being  an  engineer  who  has  won  high 
regard  by  his  competent  work,  Mr.  Tomlinson  is  per- 
sonally a  fine  man  and  is  well  thought  of  by  his 
friends  and  neighbors.  He  owns  a  pleasant  residence 
at  the  corner  of  Fiftv-founh  street  and  Normal  avenue. 


JAMES   TOUSLEY, 
Cleveland,  Ohio. 

James  Tousley  was  born  in  North  Royalton,  Ohio, 
on  August  14,  1857,  and  on  leaving  school  at  the  age 
of  17,  worked  in  a  meat  market  until  September  10, 
1881,  when  he  commenced  to  fire  on  the  Erie.  Close 
attention  to  his  duties  soon  won  him  promotion,  and 
in  May,  1886,  he  was  elevated  to  the  list  of  engineers, 
having  had  a  switch  engine  in  the  Cleveland  yards  for 
the  past  eleven  years.  Mr.  Tousley  was  married  in 
January,  1884,  to  Miss  Mary  E.  Ryan,  of  Cleveland, 
and  they  have  four  children,  all  boys.  Mr.  Tousley 
owns  his  own  home,  a  pleasant  residence  at  105  River- 
side street,  and  is  a  member  of  Forest  City  Lodge 
No.  ID,  B.  of  L.  F.,  being  collector  for  the  order  the 
current  term. 


MERRITT  TURNER, 
Port  Jervis,  New  York. 

One   of   the   hale   and   hearty   veterans   of  the   Dela- 
ware   Division    of    the    Erie    is    Merritt    Turner,    who 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


519 


WILLIAM  H.   TIFFANY. 


JUSEPH   W.   TOMLINSON. 


i 


520 


ERIE    RAILWAY    EDITION. 


counts  many  years  of  faithful  service  to  his  credit 
and  who,  barring  the  unforeseen,  may  well  expect  to 
place  many  more  years  on  his  record.  Born  in  Lu- 
zerne County,  Pennsylvania,  on  December  9,  1838,  he 
worked  on  the  home  farm  and  attended  school  up  to 
the  age  of  17,  when  lie  secured  employment  as  brake- 
man  on  the  Gravity  Railroad  (now  no  more)  be- 
tween Pittston  and  Hawlcy,  where  he  remained  for 
seven  years,  five  of  them  as  brakeman  and  two  as 
conductor.  In  the  meantime,  however,  he  vohm- 
teered.  in  1862,  as  a  nine  months'  man  in  the  179th 
Pennsylvania,  the  regiment  being  assigned  to   Kcyes' 

i  Corps — the  4th — and  was  part  of  the  garrison  of  Fort 
Yorktown  for  seven  months,  putting  in  the  remainder 
of  the  enlistment  period  in  marching,  so  that  if  he 
did  not  see  actual   fighting  he  certainly  did  see   hard 

•  service.  Returning  to  the  Gravity  Railroad  at  the 
expiration  of  his  army  experience,  he  remained  there 
until  1865,  but  as  his  ambition  was  to  become  an  en- 
gineer he  came  to  Port  Jervis  in  May,  1865.  and  began 
work  on  the  Erie  as  a  fireman.  He  continued  as  fire- 
man, with  a  brief  interim,  until  the  early  part  of  1867. 
when  he  was  promoted  to  engineer.  However,  during 
his  service  as  fireman,  nnd  when  he  had  been  only 
ten  months  employed  in  that  position,  he  commenced 
to  run  extra.  On  the  day  he  was  made  engineer  he 
was  given  a  regular  run,  and  a  daylight  run,  at  that, 
being  put  in  charge  of  a  coal  train.  This  run  he 
kept  for  a  j'ear,  when  he  was  given  full  charge  of  a 
gravel  train  as  conductor  and  engineer,  receiving  in 
addition  to  his  regular  wages  as  engineer,  fifty  cents 
a  day  extra  for  his  services  as  conductor.  For  a  year 
and  a  half  he  held  down  this  train  and  was  then  given 
a  coal  train  between  Port  Jervis  and  Honesdale,  which 
he  retained  for  a  year,  passing  then  to  a  regular  freight 
run.  No.  25  west  and  the  stock  train  east,  whicli  he 
kept  until  1882,  early  in  which  year  he  was  placed 
in  passenger  service  and  so  continued  until  1891,  in 
which  year  he  was  made  Road  Foreman  of  Engines  at 
Port  Jervis,  a  position  he  filled  with  credit  to  himself 

.  and  satisfaction  to  the  company  until  September,  1898, 
wdien  he  was,  at  his  own  request,  sent  out  on  the  road 
again,  and  now  has  Nos.  3  and  8,  the  fast  limited 
trains,  his  engine  being  the  821,  a  class  "O"  Baldwin. 
Mr.  Turner  has  one  son.  Van  Etten  Turner,  who  is 
now  following  his  father's  footsteps  by  learning  the 
machinist's  trade  in  the  Erie  shops  at  Port  Jervis. 
Made  a  Mason  in  i860  at  Hawley,  Mr.  Turner  is  now 
a  member  of  Port  Jervis  Lodge  No.  328,  F.  &  A.  M., 
and  is  also  a  member  of  Neversink  Chapter  of  the 
Royal  Arch  degree,  at  the  same  place.  He  also  be- 
longs to  the  Knights  of  Honor,  his  lodge  being  No. 
loog,  of  Port  Jervis.  He  takes  no  active  interest  in 
politics,  further  than  to  perform  the  duty  of  every 
good  citizen.     His  tastes  are  eminently  domestic,  and 


he  passes  most  of  the  time  when  nut  on  duty  111  his 
comfortable  home  on  Hudson  street.  Port  Jervis,  and 
does  not  give  himself  up  to  undue  worrimcnt  as  to 
the  present  or  future. 

Mr.  Turner  has  not  escaped  altogether  unharmed 
during  his  long  term  of  service.  Once,  on  the  Gravity 
Railroad,  his  leg  was  caught  between  two  cars  in  a 
wreck  and  though  not  crushed  it  has  never  ceased  to 
give  him  slight  trouble,  which,  however,  does  not 
seem  to  increase  as  he  grows  older.  Again,  on  the 
Erie,  and  on  the  same  ground  where  the  train  went 
down  the  bank  at  Shohola,  his  engine  literally  flew 
to  pieces  when  he  was  running  fifty-five  miles  an  hour. 
Mr.  Turner  was  shut  into  the  cab,  but  climbed  on  top 
of  the  boiler,  applied  the  air  brake,  and  found  when 
the  train  was  stopped  that  there  were  no  rods  left  to 
his  engine.  That  he  may  long  continue  in  active  serv- 
ice without  repeating  this  experience  is  the  hope  of 
his  many  friends. 


JAMES  TUSKEY, 

Bufifalo,  New  York. 

To  the  men  on  the  Buffalo  Division  the  features  of 
James  Tuskey  are  well  known.  He  was  born  on  the 
last  day  of  February,  1857,  and  therefore  has  a  birth- 
day every  year,  whereas  if  he  had  been  born  a  year 
sooner  he  could  only  celebrate  his  noted  anniversary 
once  ever  four  years.  So  he  had  a  narrow  escape 
to  begin  with,  and  this  may  account  for  his  choosing 
a  railroad  life,  fraught  with  dangers  as  it  is.  He  first 
saw  the  light  of  day  at  Gulf  Summit,  Broome  County, 
New  York.  His  favorite  occupation  while  at  school 
seems  to  have  consisted  of  drawing  pictures  of  lo- 
comotives on  his  slate,  thus  early  evincing  a  taste  for 
the  profession  he  w-as  ultimately  to  follow.  At  the  age 
of  14  he  left  school,  and  immediately  applied  for  work 
on  the  railroad.  This  lie  obtained,  his  first  service 
being  rendered  as  water  boy.  For  two  years  be  kept 
this  up,  and  then  decided  he  wanted  more  schooling 
and  so  intense  was  his  desire  to  better  himself  in 
this  respect  that  he  used  to  walk  three  miles  and  back 
every  day  in  order  to  attend  the  little  village  school 
house.  Sometime  later  having  grown  big  enough  to 
whip  the  teacher  (though  we  are  not  informed  that 
he  ever  attempted  it)  he  returned  to  the  railroad, 
working  in  a  repair  gang,  his  father  being  the  fore- 
man. March  i,  1880,  he  entered  upon  the  duties  of  a 
brakeman  which  he  followed  for  two  years.  While  so 
occupied  Mr.  Tuskey  experienced  an  accident  that 
nearly  cost  him  his  life,  being  caught  and  crushed  be- 
tween the  bumpers.  As  P  result  he  was  laid  up  for 
two  months.  Upon  recovery,  he  made  application 
to    Superintendent   Neilson   for   a   position   as   fireman 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


521 


.;ind  liLs  request  was  granted.  Alter  tiring  extra  for 
two  weeks  he  was  assigned  to  a  regular  engine  with 
Henry  Hoffman;  a  year  hiter  a  change  in  the  system 
■of  regular  runs  necessitated  his  return  to  extras  where 
he  remained  for  another  year.  His  next  regular  run 
was  with  Elias  Brees,  then  with  T.  S.  Ellis,  both 
freight  engineers.  He  then  fired  for  O.  A.  Cooper  on 
a  passenger  engine  for  four  months,  after  which  he 
was  transferred  to  the  way  freight  under  M.  Leahy, 
■with  whom  he  remained  three  years,  when  he  went 
on  trains  3  and  10  with  Engineer  Elliott.  Five  months 
later  while  fulfilling  the  duties  of  the  last  named 
position  Mr.  Tuskey  was  called  in  for  promotion.  On 
September  19,  1890,  Engineer  Tuskey  began  on  the 
"first  in  first  out"  system,  which  he  kept  up  for  about 
a  j'ear,  being  then  given  a  regular  engine  on  the 
roimds.  For  three  years  he  ran  between  Buffalo  and 
Hornellsville,  and  on  account  of  a  reduction  in  the 
number  of  trains  was  put  back  on  the  extra  list.  ^Ir. 
Tuskey  like  the  vast  majority  of  his  fellow  engineers 
is  a  family  man.  His  wife  was  Miss  Mary  Brick  of 
Hornellsville.  They  were  married  in  that  city  in  1887. 
Mr.  Tuskey  has  often  been  heard  to  declare  that  his 
wife  is  a  "perfect  brick."  Their  only  son  is  now  at- 
tending school  and  bids  fair  to  stand  at  the  head  of 
his  class.  While  a  fireman  Mr.  Tuskey  joined  the 
ranks  of  B.  of  L.  F.,  and  as  a  matter  of  course  be- 
came a  member  of  the  B.  of  L.  E.  as  soon  as  eligible 
therefore.  He  has  not  yet  held  any  office  in  that  body, 
but  is  recognized  as  one  of  its  most  sturdy  champions. 
He  is  a  member  of  St.  Patrick's  church  and  identified 
with  the   C.   B.  A, 


FLORENCE  E.  TRACHT, 
Gabon,    Ohio. 

The  subject  of  tliis  sketch  is  familiar  with  railroad 
■work  from  the  bottom  up  to  his  present  position.  He 
w-as  born  in  Gallon,  Ohio,  June  19,  1866.  His  father 
L.  B.  Tracht  was  a  railroad  engineer  but  later  kept 
a  grocery  store  in  Kent,  at  which  place  he  died  in 
1896.  Mr.  Tracht  attended  school  in  Gabon  and  re- 
moved with  his  father  to  Kent  where  he  attended  liigh 
school  until  1882,  when  he  began  his  railroad  career 
as  bell  lioy  in  the  Kent  yards,  under  Hostler  William 
Tully  receiving  fifty  cents  a  day  for  his  services. 
After  one  year  he  was  advanced  to  call  boy  at  a  salary 
of  $1.12  a  day,  and  served  in  that  capacity  for  two 
years,  under  Engine  Dispatcher  M.  V.  Green  and 
George  Parkinson.  While  employed  in  this  position 
he  frequently  called  Master  Mechanic  A.  W.  Ball, 
Road  Foreman  of  Engines  Peter  ]Meuser,  and  A.  B. 
Youngson  while  they  were  running  engines  on  the 
old    New    York,    Pennsylvania    &   Ohio.     At   the    age 


of  18  he  was  promoted  to  fireman  oi  the  Kent  switch 
engine,  firing  for  James  Logan  at  a  salary  of  $1.50  per 
day.  He  served  two  years  in  this  capacity  and  then 
was  promoted  to  road  service,  and  for  three  years 
fired  successively  on  local,  through  freight  and  pas- 
senger. In  1890  at  the  age  of  23,  he  was  given  an 
engine  and  for  the  past  nine  years  he  has  been  running 
on  the  Cincinnati  Division,  east  and  west.  His  first 
run  was  made  with  engine  190  to  Kent  and  return  with 
trains  82  and  71.  While  a  fireman  he  was  in  a  head- 
end collision  at  Rittman,  which  demolished  both  en- 
.gines,  the  crews  of  which  saved  themselves  by  jump- 
in.g  in  time.  On  June  19.  1891,  while  going  into 
Kent  yard  with  twenty-eight  loads  of  grain,  the  train 
got  beyond  the  control  of  the  hrakeman,  as  air  brakes 
were  used  very  little  at  that  time,  and  ran  into  some 
passenger  coaches;  luckily  no  one  was  hurt.  Mr. 
Tracht  is  a  careful,  capable  engineer  and  is  well  liked 
by  his  superiors  and  associates.  He  is  a  member  of 
B.  of  L.  E.  Division  No.  16,  in  the  affairs  of  which 
he  takes  a  great  interest.  He  was  married  in  Kent, 
Ohio,  March  15,  1887,  to  Miss  Cora  A.  Slater,  daugh- 
ter of  H.  C.  Slater  an  engineer  of  Texas.  She  is  a 
very  popular  lady,  is  quite  a  pianist  and  plays  at  all 
the  local  socials  of  the  brotherhood.  They  have  two 
sons,  Harry  R.,  aged  11,  and  Leonard  E.,  aged  9, 
who  are  attending  school.  Both  are  well  schooled 
in  music;  Harry  is  very  proficient  on  the  violin  and 
Leonard  possesses  a  sweet  and  melodious  voice.  They 
arc   much   sought  after  to  perform   at   entertainments. 


RICHARD  G.  TRACHT, 

Kent,   Ohio. 

Richard  G.  Tracht  w'as  born  October  26,  1867,  in 
Gallon,  Ohio,  and  attended  school  until  he  was  14 
years  of  age.  His  father  Leonard  B.  Tracht  was  an 
Erie  engineer,  and  afterwards  Engine  Dispatcher  at 
Kent,  Ohio.  Mr.  Tracht  inherited  his  love  .of  rail- 
road life  froin  his  father,  and  as  soon  as  he  was  old 
enough  he  was  given  a  position  in  the  Erie  service 
at  Kent.  In  April,  i88r,  he  was  jnit  to  work  as  bell 
ringer  for  the  hostler  and  he  continued  in  this  place 
for  six  months,  being  then  advanced  to  call  boy.  In 
this  capacity  he  served  till  the  fall  of  1886,  when  he 
was  advanced  to  hostler,  a  position  he  creditably  filled 
until  September,  1889,  being  then  advanced  to  fire- 
man. His  long  experience  and  natural  ability  won 
him  promotion  to  engineer  January  i,  1892.  after  firing 
two  years  and  four  months.  His  first  run  was  on 
engine  620  with  a  freight  from  Meadville  to  Kent, 
since  which  time  he  has  continued  pulling  freight  on 
the  Meadville  Division  west,  and  by  his  conservative, 
efficient  work  has  won  the  confidence  of  his  superiors 


h22 


ERIE    RAILWAY    EDITlUN. 


Fl.DRENCK    E     TRACHT. 


RICHARD    G.    TRACHT. 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


523 


and  the  respect  of  his  brother  engineers.  He  has  had 
no  accident  since  his  promotion,  and  ahhoiigh  in  sev- 
eral colHsions  while  firing  was  lucky  enough  to  escape 
without  injury.  On  Christmas  day,  1887,  Mr.  Tracht 
was  united  in  marriage  to  Miss  Harriet  M.  Tricopeny, 
daughter  of  J.  M.  Tricopeiiy,  then  a  shoemaker  of 
Kent,  but  who  now  runs  a  grocery  in  the  same  city. 
They  have  one  child,  John  Richard  Tracht,  a  bright 
youngster  of  6  years,  who  has  just  finished  his  first 
term  at  school.  Mr.  Tracht  is  a  member  of  Lodge 
No.  207,  B.  of  L.  E.;  Kent  Lodge  No.  1083,  I.  O.  O. 
F.,  and  Rockton  Lodge  No.  316,  F.  &  A.  M.  His 
neighbors  and  fellow  citizens  regard  him  highly,  and 
his  record  has  always  been  such  as  to  command  the 
respect  of  all. 


WILLIAM    H.    TROTT, 
Jersey   City,   New  Jersey. 

William  H.  Trott  was  born  in  Hackensack,  New 
Jersey,  on  January  8,  1S60,  being  the  son  of  John 
Trott,  who  emigrated  from  Germany  in  1838  and  set- 
tled in  Hackensack,  where  he  engaged  in  farming.  Mr. 
Trott  received  a  public  school  education  and  then 
went  to  work  on  a  sawmill,  remaining  at  that  for  two 
years.  He  then  entered  a  woolen  mill  at  Passaic,  New 
Jersey,  where  he  was  employed  for  four  years.  In 
1877  he  commenced  his  railroad  career  with  the  Erie, 
beginning  work  in  the  construction  department  and 
contiiniing  for  a  number  of  years.  For  about  three 
months  he  had  charge  of  a  water  station,  being  pro- 
moted to  fireman  in  1886.  From  that  date  until  Feb- 
ruary. 1892,  he  fired  freight,  principally  on  the  New 
York  Division,  when  he  received  promotion  to  the 
grade  of  engineer.  Since  that  time  he  has  run  a 
switch  engine  at  Jersey  City,  and  his  work  has  met 
with  the  full  approval  of  his  superiors,  who  regard 
him  as  an  engineer  well  worthy  of  their  confidence. 
In  1885  Mr.  Trott  was  married  to  Miss  Louisa  Riche, 
daughter  of  John  Riche,  a  stone  mason  of  Garfield, 
New  Jersey,  and  they  have  two  daughters,  Anna  aged 
12.  and  Barbara  aged  9.  Mrs.  Trott  is  a  member  of 
the  Ladies'  Aid  Society  of  the  Dutch  Reformed 
church,  the  Christian  Endeavor  Society,  and  is  promi- 
nent in  church  work.  Mr.  Trott  owns  a  pretty  home 
on  Sixth  street  and  is  highly  respected  by  his  fellow 
citizens. 


hrose  Truesdale,  one  of  the  pronnnent  men  of  tli.it 
county,  and  ran  a  store  at  Union  for  over  twenty 
years.  Mr.  Truesdale  worked  for  his  father  until  1870, 
in  which  year  he  entered  the  service  of  the  Erie  as 
a  fireman  on  the  Susquehanna  Division.  He  was 
promoted  to  engineer  in  1880.  and  for  a  numlur  of 
years  has  run  trains  77  and  94.  Mr.  Truesdale  was 
married  January  19,  1870,  to  Miss  Jennie  L.  S.  Kill- 
man,  and  they  have  one  daughter,  Lizzie.  He  is  a 
member  of  Division  No.  47,  B.  of  L.  E.,  and  has 
held  all  the  offices  of  the  local  lodge  except  those  of 
Chief  and  Assistant  Chief,  at  present  being  chaplain. 


FRANK  TRUESDALE, 

Hornellsville,    New   York. 

F'rank  Truesdale  was  born  in  Broome  County,  New 
York,    on    September    2,    1850.      His    father    was    Am- 


GEORGE  M.  TRUEX, 

Port  Jervis,   New   York. 

George  M.  True.x  was  born  in  New  York  City, 
April  20,  1857,  but  attended  school  at  Port  Jervis, 
leaving  his  studies,  however,  at  an  early  age  and  going 
to  work  first  on  a  farm  near  the  latter  place  and  sub- 
sequentlj'  in  a  creamery  at  Andover,  New  Jersey.  In 
November,  1880,  he  began  his  railroad  career  as  a 
fireman  for  F.  B.  Heath,  and  he  will  certainly  remem- 
ber his  first  trip  as  long  as  he  lives,  for  it  was  sig- 
nalized by  a  big  wreck,  a  broken  truck  on  a  coal  car 
resulting  in  piling  up  cars  in  all  directions,  no  one, 
however,  being  hurt.  He  afterwards  fired  the  Moun- 
tain Express  for  John  Earl,  one  of  the  oldest  of  Erie 
engineers,  and  on  July  i,  1887,  was  promoted  to  en- 
gineer. For  three  weeks  he  ran  extra  and  was  tlien 
given  engine  No.  544  and  began  running  extra  freight 
on  the  New  York  Division,  and  after  having  the  stone 
train  for  two  years  and  running  e.xtra  passenger  for 
eighteen  months  he  was  given — about  four  years  ago 
— his  present  runs,  the  Port  Jervis  pick-up  east  and 
No.  83  west.  While  he  was  a  fireman  he  was  a  mem- 
ber of  the  Brotherhood  of  Locomotive  Firemen,  be- 
longing to  No.  I.  of  Port  Jervis,  and  in  1888,  at  the 
earliest  moment  at  which  he  became  eligible,  he 
joined  Division  No.  54  of  the  Brotherhood  of  Loco- 
motive Engineers,  of  the  same  place.  He  is  also  a 
member  of  the  Independent  Order  of  Red  Men,  and 
at  the  present  time  is  Senior  Sagamore  of  Minnesink 
Tribe.  No.  28,  of  Port  Jervis.  Further  than  to  de- 
posit his  ballot  he  does  not  take  any  active  interest 
in  politics,  seeing  to  it,  however,  that  his  vote  goes 
to  those  men  whom  he  thinks  are  the  most  worthy  of 
support.  He  was  married  March  18,  1884,  to  Miss 
Anna  Cole,  at  Washington,  New  Jersey,  and  they 
are  now  living  in  their  comfortable  home  at  No.  4 
Barcelow  street,  in  Port  Jervis.  Considering  the  many 
times  Mr.  Truex  has  been  in  great  danger,  it  is  al- 
most a  miracle  tliat  he  is  alive  to  tell  about  them, 
not   to   speak   ()f   his    coming   through    unharmed.      On 


^24 


ERIE    RAILWAY    EDITION. 


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JAMES   TUSKET. 


CUESTA   A.  UI.ERY. 


AMERICAN    LOCOMOTR'E    ENGINEERS. 


52S 


October  g.  1889,  at  Fr.uiklin,  New  Jersey,  on  the 
Newark  Brancli,  his  train  of  thirty-eight  cars,  run- 
ning at  from  twenty-eight  to  thirty  miles  an  hour, 
crashed  into  the  "Horn"  train  in  a  deep  stone  cut, 
tlie  latter  train  having  no  flag  out.  Mr.  Truex  stayed 
with  his  engine  until  the  stack  was  knocked  oflt,  the 
stack  going  through  seven  cars  of  the  other  train. 
Five  oil  tanks  were  piled  up  on  top  of  his  engine 
and  at  once  burst  into  flame,  the  fire  lasting  for  three 
days  and  the  oil  running  down  upon  and  completely 
covering  a  pond  near  by,  which  became  a  sheet  of 
flame.  It  was  necessary  to  build  a  temporary  track 
around  the  wreck,  and  the  fire  was  so  fierce  that  it 
completely  gutted  the  boiler,  making  a  hole  that  a 
man  could  crawl  through.  It  is  said  that  this  was 
the  most  expensive  wreck  which  ever  occurred  on 
the  Erie,  costing  the  company  $235,000.  Again,  while 
going  over  the  division  with  a  lone  engine  he  was 
run  into  by  the  Middletown  freight,  but  stayed  with 
his  engine,  climbing  out  ahead  and  hanging  on  to 
the  handrail.  When  the  crash  came,  the  tank  was 
knocked  olif.  but  the  engine  clung  to  the  rails  and 
again  he  escaped  without  being  hurt.  Outside  of 
these  experiences  he  has  had  many  close  calls,  but  in 
spite  of  them  all  has  never  been  called  up,  and  there 
is  not  a  black  mark  against  his  record,  which  goes 
to  show  as  plainly  as  words  can  speak  it  that  he  both 
knows  and  faithfully  attends  to  his  business.  Mr. 
Truc.x  is  a  vi,gorous.  active  man;  one  who  takes 
.great  interest  in  his  work,  and  that  he  has  a  very 
long  and  useful  career  before  hitn,  no  one  who  knows 
him   doubts. 


L.   F.   TRUMAN, 

Hunlingion,    Indiana. 

The  qualities  of  a  good  engineer  were  inherent  to 
Lafayette  Truman:  his  father  is  John  Truman,  one 
of  the  oddest  and  best  known  passenger  engineers 
now  running  on  the  "Pan  Handle,"  and  a  man  who 
is  honored  by  all  who  have  ever  met  him.  There 
were  three  boys  in  the  family  and  each  one  found  his 
way  to  an  engine  as  soon  as  he  was  strong  enough 
to  shovel  the  dusky  diamonds  into  the  firebox.  One 
is  now  an  engineer  on  the  "Pan  Handle,"  the  other 
is  Assistant  Road  Foreman  of  Engines  at  Logansport 
on  the  same  road,  wdiile  the  subject  of  this  sketch  has 
been  running  on  the  Erie  since  1882.  Mr.  Truman 
was  born  at  Derry,  Pennsylvania,  January  25,  1855, 
while  his  father  was  fireman  on  the  Pennsylvania  Rail- 
road, then  known  as  the  Old  State  Road.  In  1870 
he  was  water  boy  on  a  wood  train  of  the  "Pan  Handle" 
and  on  January  i,  1852.  he  accepted  a  place  as  fireman 
for  the  same  company.     He  tired  on  freight  and  pas- 


senger trains  until  May.  1877.  when  he  was  pro- 
moted to  engineer.  He  ran  engines  on  all  four  of 
the  divisions  out  of  Logansport,  Indiana,  until  Sep- 
tember, 1882,  when  he  resigned  to  accept  a  similar 
position  on  the  Chicago  &  At'antic.  He  worked  as 
engineer  on  construction  train,  and  then  when  the 
road  was  completed,  ran  engine  O3  on  freight  until 
April,  1884,  when  he  was  promoted  to  passenger  serv- 
ice and  given  engine  30.  Since  that  time  he  has  run 
continuous"y  on  trains  Nos.  3  and  12  on  the  Eastern 
and  Chicago  Divisions,  excepting  about  two  years, 
when  he  pulled  trains  Nos.  5  and  8  on  the  Eastern  Di- 
vision. Mr.  Truman's  experience  on  the  footboard  has 
been  replete  with  incidents  that  stamp  him  as  an  en- 
gineer of  ability,  resource  and  heroism.  In  October, 
1S90,  he  was  an  engineer  on  a  train  that  was  dashing 
through  the  burning  forests  near  Lima,  Ohio.  The 
night  was  black  and  the  sky  was  made  lurid  by  the 
fire  from  the  burning  woods  along  the  track.  Sud- 
denly, just  ahead,  the  watching  engineer  saw  a  shower 
of  sparks  flying  upward,  and  he  immediately  divined 
that  the  bridge  across  the  river  had  gone  down.  In- 
stantly he  "hooked  her  over  on  sand,"  and  brought 
the  train  to  a  standstill  just  in  time  to  save  the  lives 
of  three  hundred  passengers.  At  another  time,  while  . 
his  engine  was  going  at  about  sixty  miles  an  hour, 
the  driving  rods  on  each  side  broke,  instantly  killing 
the  fireman  and  wrecking  the  cab.  Truman  fell  un- 
hurt to  the  deck  of  the  cab,  but  the  slashing  steel 
rods  kept  him  froin  reaching  the  air-brake.  With 
great  presence  of  mind  he  cut  the  air-hose  with  his 
pocket  knife,  allowing  the  automatic  brakes  to  check 
the  train  ere  it  was  ditched  by  the  crippled  engine.  In 
1888,  when  he  was  running  train  No.  8,  a  number  of 
burning  box  cars  standing  on  a  siding  west  of  Kenton, 
Ohio,  brought  him  to  a  standstill.  It  was  important 
to  get  the  train  through  on  time,  so  he  backed  up  a 
couple  of  miles  and  then  ran  by  the  burning  cars  at 
a  speed  that  almost  put  the  fire  out.  In  ."Vngust,  1896, 
he  took  No.  5  from  Marion  to  Huntington,  a  dis- 
tance of  127  miles,  in  two  hours  and  twenty-five  min-  ' 
utes,  including  eight  stops,  and  thus  established  a 
record  that  has  never  been  equaled.  M  r.  Truman  has 
been  in  several  serious  accidents,  but  all  of  them  have 
been  unavoidable,  and  he  has  never  been  called  up 
for  explanations  by  the  officials.  He  stands  very  high 
in  the  estimation  of  his  superiors,  and  on  many  occa- 
sions he  has  received  the  personal  thanks  and  con- 
gratulations of  various  officials.  He  has  never  been 
suspended  or  discharged  in  all  his  railroad  experi- 
ence. On  May  22,  1878,  he  was  married  to  Miss  Alice 
E.  Lee,  daughter  of  !M.  T.  Lee.  of  Logansport.  Mr. 
Lee  was  an  engineer  for  over  forty  years,  and  handled 
a  throttle  back  in  the  days  when  the  old  flat  rails 
were  used.     Four  children   have  blessed   the   union  of 


526 


ERIE    RAILWAY    EDITION. 


I.AKAYKTTE    P.    TRUMAN. 


MERITT   TURNER. 


AMF.RICAN    LOCOMOTIVE    ENGINEERS. 


S27 


this  worthy  couple.  Mary  .-\.,  an  intelligent  and  pop- 
ular young  lady  of  17,  will  graduate  from  the  High 
School  with  the  class  of  1900;  she  has  won  high 
honors  in  composition,  and  her  acquaintances  predict 
high  honors  for  her  on  her  graduation.  Frederick  L., 
aged  15:  Harold,  aged  10,  and  Ralph,  aged  7,  are  at- 
tending public  school.  Mrs.  Truman  is  a  member  of 
Purity  Lodge,  No.  127,  Daughters  of  Rebecca,  and 
the  Matinee  Musical  Society  of  Huntington.  She  is 
a  society  lady  of  prominence,  and  aided  by  her  daugh- 
ter entertains  very  pleasantly.  Mr.  Truman  is  a  mem- 
ber of  the  Masonic  order,  and  has  received  all  the 
degrees,  including  the  Commandery;  he  has  taken  all 
the  degrees  in  the  L  O.  O.  F.  order,  and  is  a  charter 
member  of  Division  No.  221,  B.  of  L.  E.  He  owns 
one  of  the  finest  residences  on  High  street,  and  is  a 
citizen   of  prominence   and   worth. 


CUESTA  A.  ULERY, 
Cleveland,  Ohio. 

On  a  fine  farm  near  .Salem,  Ohio,  live  a  highly  re- 
spected couple,  aged  65  and  60,  who  are  the  parents 
of  Cuesta  A.  Ulery,  one  of  the  most  popular  engineers 
on  the  Mahoning  Division.  "Charley"  Ulery,  as  he 
is  called  by  his  associates,  was  born  on  the  home  farm 
January  29,  1861,  and  after  attending  school  until  he 
was  17  years  of  age  went  to  Valparaiso,  Indiana, 
where  he  attended  business  college.  Upon  graduat- 
ing he  secured  a  position  with  the  Adams  Express 
Company  at  Chicago,  which  he  held  a  short  time, 
returning  at  the  expiration  of  his  service  to  his  home, 
and  for  a  year  assisted  on  the  farm.  He  then  went 
to  Cleveland,  where  he  worked  as  shipping  clerk  in 
Taylor  Bros',  rubber  stamp  factory  until  June  15, 
18S5,  when  he  was  employed  by  the  Erie  as  a  fire- 
man. He  fired  four  years  on  freight  and  three  years 
on  passenger,  receiving  his  promotion  to  engineer  in 
May,  1891,  and  has  been  running  regularly  ever  since, 
principally  on  yard  work  at  Cleveland.  He  has  never 
had  any  accidents,  and  his  work  demonstrates  him 
to  be  an  engineer  of  good  judgment.  He  was  mar- 
ried May  18,  1882,  to  Miss  Mary  Keating,  an  accom- 
plished young  lady  of  Chicago,  and  an  interesting 
family  of  seven  children  have  blessed  their  union,  two 
sons  and  five  daughters.  Six  of  the  children  are  at- 
tending school,  the  other  being  under  school  age. 
Mr.  Ulery  owns  a  pleasant  home  at  26  Wellesley 
place  and  is  a  highly  respected  citizen  of  his  neigh- 
borhood. He  belongs  to  Devereaux  Lodge  No.  167, 
B.  of  L.  E.,  in  the  affairs  of  which  he  takes  great  in- 
terest. 


HENRY  M.  VAIL. 
Youngstown.  Ohio. 
Henry  M.  \'ail,  generally  known  as  "General 
Hooker,"  is  one  of  the  oldest  and  best  known  en- 
gineers of  the  Mahoning  Valley  Division.  He  was 
born  in  Coitsville,  Ohio,  in  September,  1844,  and  was 
the  son  of  a  farmer  of  that  place.  Both  his  parents 
are  dead,  his  father  dying  at  the  age  of  82  and  his 
mother  when  78  years  of  age.  Mr.  Vail  left  home 
at  the  age  of  10  and  apprenticed  himself  to  a  cabinet 
maker  and  undertaker  in  Youngstown,  with  whom  he 
remained  five  years.  He  became  an  expert  in  the 
undertaking  line  and  for  the  last  two  years  of  his 
stay  had  full  charge  of  that  branch  of  the  business, 
being  considered  the  best  undertaker  in  the  city.  In 
April,  1862,  he  enlisted  in  Company  B,  19th  Ohio 
Volunteer  Infantry,  and  his  regiment  was  added  to 
the  brigade  commanded  by  Brigadier  General  Body. 
.After  leaving  Youngstown  the  regiment  went  suc- 
cessively to  Cleveland,  Columbus,  Cincinnati,  Louis- 
ville, Nashville,  and  then  began  to  see  service,  first 
at  Murphysboro,  then  Stoney  Ridge,  Chickamauga, 
Lookout  Mountain  and  Missionary  Ridge.  At  Chick- 
amauga Mr.  Vail  was. shot  in  the  left  leg,  and  at  al- 
most the  same  moment  his  haversack  was  shot  from 
his  back.  He  was  recovered  sufficiently  to  be  in  his 
place  at  Missionary  Ridge  and  again  the  aim  of  a 
"Johnny  Reb"  caught  him.  This  time  he  was  shot 
in  the  right  leg  between  the  knee  and  ankle,  shatter- 
ing the  shin  bone.  He  was  in  the  hospital  six 
months  from  the  efifects  of  the  wound,  which  was  so 
severe  that  the  surgeons  insisted  on  amputating  his 
leg.  Mr.  Vail  would  not  consent  to  tlie  operation, 
saying,  "If  I  have  to  die  here  I  will  die  with  both 
legs."  His  persistency  saved  the  limb  and  he  is  happy 
that  he  did  not  allow  them  to  use  the  saw,  although 
the  wound  has  bothered  him  more  or  less  ever  since. 
He  received  his  discharge  from  the  service  on  ac- 
count of  disability,  and  returned  to  Youngstown,  He 
receives  a  small  pension  from  the  government,  but 
money  is  little  compensation  for  the  trouble  his  in- 
jury has  caused  him  at  different  times.  On  returning 
home  he  worked  as  undertaker  at  his  old  place  for 
about  a  year,  when  Engineer  Henry  McCartney  per- 
suaded him  to  enter  the  employ  of  the  Erie.  He  began 
firing  July  3,  1865,  and  worked  in  that  capacity  till 
i86g,  when  he  was  given  an  engine.  In  1870  he  was 
assigned  to  passenger  and  for  eighteen  years  ran  from 
Niles,  Ohio,  to  New  Lisbon  on  trains  Nos.  12,  3,  64 
and  71.  He  then  took  local  freight  between  Youngs- 
town and  Sharpsville,  which  he  ran  for  three  months. 
One  day  while  mounting  his  engine  at  Youngstown 
the  step  turned  with  him.  and  while  he  was  trying  to 
save  his  injured  leg  he  broke  the  other  one  three- 
fourths  of  an  inch  above  the  ankle  joint.     His  injury 


528 


ERIE    RAILWAY    EDITION. 


i 


m. 

^        ^                     y!f#S'         /*^ 

.#                 (^ 

y 

• 

I 


HENRY  M.   VAIL. 


J.\MES  VAN  DEMARK. 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


529 


was  very  severe  and  he  was  laid  up  for  a  full  year 
in  consequence  of  it.  When  able  to  return  to  duty 
he  was  given  a  passenger  run  between  Youngstown 
and  New  Castle,  which  he  ran  for  two  years,  when  his 
injured  leg  gave  out  from  the  heat  and  jar  of  the 
engine.  His  faithful  and  efficient  service  was  re- 
warded by  being  given  a  yard  engine  in  the  Youngs- 
town yard  at  road  pay,  and  he  has  since  continued 
at  that  work.  He  is  a  very  competent  and  conscientious 
engineer  and  when  in  the  road  service  was  a  great 
runner.  In  his  whole  35  years  on  the  foot-board  he 
has  never  had  a  wreck  and  was  never  called  up  for 
explanations  but  once,  and  that  was  for  no  fault  of 
his  own.  He  was  married  at  Bradford,  Pennsylvania, 
July  5,  1866,  to  Miss  Hattie  L.  Goist  of  Liberty,  Ohio, 
and  they  have  had  four  children,  two  of  whom  survive. 
!Mr.  \'ail  is  a  member  of  B.  of  L.  E.,  Division  No.  329, 
and  is  a  valued  citizen  of  Youngstown,  where  he  is 
quite  popular.  He  came  by  his  nickname  at  a  social 
gathering  of  engineers,  some  years  ago,  when  a 
stranger  referring  to  Mr.  Vail  asked:  "Who  is  that 
gentleman  over  there?"  Mr.  Vail  overheard  the  re- 
mark and  replied:  "I  am  General  J.  Hooker."  Since 
that  time  the  name  has  clung  to  him  and  nearlj'  every 
engineer  calls  him  General  Hooker  now.  Mr.  Vail 
is  a  great  lover  of  fine  horses  and  has  owned  several 
fine  blooded  equines  which  were  very  speedy.  He  now 
has  a  finely  bred  mare  wliich  can  reel  off  a  mile  in 
good  time  and  Mr.  \'ail  values  her  at  a  very  tidy 
sum. 


WILLIAM  VAN  DINE, 

SufFern,    New    York. 

The  subject  of  this  sketch  was  born  in  Secaucus, 
Hudson  County,  New  Jersey,  on  October  4,  1863,  and 
is  the  son  of  William  \'an  Dine,  a  farmer  now  re- 
siding in  Rockland  County,  New  York.  Mr.  Van 
Dine  secured  a  good  education,  having  attended  the 
public  schools  of  his  native  town  until  he  was  17 
years  of  age.  His  father  being  a  farmer,  it  is  but 
natural  tliat  the  young  man  should  have  adopted  that 
calling;  but,  after  following  it  for  a  period  of  three 
years,  he  turned  his  back  on  the  farm  and  took  up 
the  more  e.xciting  and,  to  him.  more  satisfying  busi- 
ness of  railroading.  It  was  in  the  winter  of  1883  that 
he  was  employed  by  the  Erie  as  a  fireman,  and  for 
two  years  fired  freight  on  the  New  York  Division, 
being  then  advanced  to  the  lighter  task  of  firing  pas- 
senger on  the  same  division.  Mr.  Van  Dine  was  re- 
garded as  one  of  the  best  firemen  on  the  division  at 
this  time,  and  recognition  of  his  ability  was  made 
in  1888,  at  which  time  he  was  promoted  to  engineer. 
For  a  number  of  years  he  ran  extra  iji  the  freight  serv- 


ice between  Port  Jervis  and  Jersey  City.  In  1897  his 
efficient  service  and  devotion  to  duty  won  him  fur- 
ther advancement,  and  since  that  date  he  has  ruir 
passenger  between  Piermont  and  SufFern.  Chi  De- 
cember 24,  1885,  Mr.  Van  Dine  was  united  in  mar- 
riage to  Miss  Maggie  Creagan.  daughter  of  John 
Creagan,  a  machinist  working  in  the  Erie  shops  at 
Port  Jervis.  They  have  two  children,  both  daughters, 
Edith,  aged  13,  and  Anna,  aged  6,  both  of  whom  are 
attending  public  school.  Mrs.  Van  Dine  is  a  membet 
of  the  King's  Daughters  of  Suflfern  and  is  prominent 
in  the  social  affairs  of  that  city.  Mr.  Van  Dine  be- 
longs to  Adopted  Lodge  No.  3,  B.  of  L.  E.,  of  Jersey 
City,  and  is  one  of  the  most  popular  engineers  on 
the  division,  while  at  Suflfern  he  is  considered  a  citizen 
of  worth  and  integrity. 


E.    R.    VAN    GORDEN, 

Hornellsville,    New    York. 

E.  R.  Van  Gorden  was  born  in  Wayne,  Steuben 
County,  New  York,  on  December  1,  1855.  His  father 
kept  a  hotel  for  over  twenty-five  years  and  the  young 
man  assisted  in  running  the  hotel  until  1880,  when 
he  secured  a  position  as  fireman  on  the  Susquehanna 
Division  of  the  Erie.  He  was  promoted  to  engineer 
in  18S7,  and  has  advanced  until  now  he  has  a  regular 
run  on  the  fast  freights  84  and  81,  in  the  management 
of  which  he  has  pleased  the  officials  for  the  several 
years  he  has  had  this  run.  He  has  been  exceedingly 
fortunate,  having  no  accidents  to  mar  his  record,  and 
consequently  stands  well  with  his  superiors.  He  was 
married  to  Miss  Nettie  H.  Larison  of  Horscheads, 
New  York,  and  having  no  children  they  have  more 
time  to  devote  to  social  aftairs,  both  being  prominent 
in  Hornellsville  society.  Mr.  Van  Gorden  is  a  mem- 
ber of  the  B.  of  L.  F.,  and  also  Lamoka  Lodge  No. 
463,  F.  &  A.  M.,  of  Schuyler  County. 


AUGUSTUS   VAN   NOYE, 
Jersey  City,   New  Jersey. 

Certainly  Augustus  Van  Noye's  appearance  would 
not  lead  one  to  infer  that  the  life  of  a  railroad  man 
was  bad  for  the  constitution,  for  a  more  healthy,  vig- 
orous specimen  of  young  manhood  it  would  be  dif- 
ficult to  find  anywhere.  This  is  probably  due  to  the 
fact  that  from  his  boyhood  he  has  concerned  himself 
only  with  the  thing  to  be  done  and  not  to  the  worry- 
ing to  be  done  about  it.  Which  is  a  very  good  rule 
of  life.  Born  in  Harbortown,  New  Jersey,  March  I, 
1S64,  a  little  town  near  the  Delaware  river,  he  was 
early   obliged   to   leave   school   and   seek   employment. 


530 


ERIE    RAILWAY    EDITION. 


I 


His  first  experience  with  the  stern  reahties  of  life  was 
as  a  boy  on  an  oyster  boat  on  Prince's  and  Newark 
Bays,  where  he  worked  during  a  season.  Next  he 
was  engaged  on  a  section  crew  on  the  Long  Branch 
Railroad  as  a  water  boy  for  about  a  year,  after  which 
he  worked  for  the  same  company  at  Point  Pleasant, 
New  Jersey,  at  cleaning  fires,  and  then  went  to  the 
Long  Island  Railroad  for  a  summer,  as  a  fireman,  this 
being  his  first  experience  out  on  the  road.  For  a  year 
subsequent  to  leaving  the  long  Island  road  Mr.  Van 
Noye  was  employed  at  cleaning  fires  for  the  West 
Shore  Railroad  at  New  Durham,  continuing  in  this 
employ  for  about  a  year,  up  to  October  2,  1886,  on 
which  date  he  came  to  the  Erie  at  Jersey  City,  and 
has  since — except  for  eight  months  with  the  Pennsyl- 
vania, Poughkeepsie  &  Boston  Railroad — been  unin- 
terruptedly in  the  employ  of  this  company.  His  first 
work  was  as  fireman,  which  position  he  held  until 
early  in  1890,  and  on  January  18,  1891,  on  returning 
from  his  brief  absence  on  the  road  above  mentioned 
he  was,  after  braking  two  weeks  in  the  Jersey  City 
yards  and  firing  about  six  weeks  on  the  road,  made 
engineer,  and  went  to  work  running  extras.  He  now 
has  the  Little  Ferry  and  Weehawken  coal  train  as  a 
regular  run,  his  engine  being  the  1165.  a  Class  "I" 
Cooke.  On  February  13,  1889.  Mr.  Van  Noye  was 
married  to  Miss  Katie  Greenleaf  of  Union  Hill,  New 
Jersey,  and  they  are  now  li-ving  happily  together  at 
No.  30  Central  avenue,  Jersey  City  Heights.  As  soon 
as  he  was  eligible  Mr.  Van  Noye  became  a  member 
of  Division  No.  135,  of  Jersey  City,  Brotherhood  of 
Locomotive  Engineers,  a  membership  which  he  still 
retains,  taking  a  deep  interest,  as  he  does  in  all  mat- 
ters pertaining  to  his  calling  and  the  welfare  of  those 
who  follow  it.  He  is  also  an  Odd  Fellow,  being  a 
member  of  Monticello  Lodge,  No.  140,  at  Bergen 
Square.  Surely  if  Mr.  Van  Noye  is  to  be  taken  as 
a  fair  specimen  of  the  younger  engineers  of  the  Erie 
the  company  has  little  to  fear  in  the  future  as  to  the 
record  to  be  made  by  the  men  "at  the  front,"  for 
he  has  only  to  carry  out  in  the  days  to  come  the  same 
line  of  conduct  so  far-  followed  by  him  to  make  a 
record  which  shall  be  honorable  and  enviable. 


JOHN    L.    VAN    ORDEN, 
Nyack,   New   York. 

John  L.  Van  Orden  comes  of  his  railroad  instincts  as 
a  birthright,  for  his  father  was  an  engineer  on  the  Erie 
as  far  back  as  1859,  and  v/as,  at  the  time  of  Mr.  Van 
Orden's  birth — November  22,  1864,  residing  at  Pier- 
mont.  New  York,  for  many  years  the  eastern  terminus 
of  the  Erie.  While  John  was  still  a  small  boy,  how- 
ever, he  removed  to  Port  Jervis.  and  it  was  there  and 


at    Matamoras    that    the    boy    received    his    schooling. 
Leaving  school  at  the  age  of  fourteen,  he  worked  on  a 
farm  for  a  year  and  then  became  a   "printer's   devil" 
in   the   office  of   the   Port  Jervis   "Gazette,"   where   he 
remained  for  a  year,  the  connection  being  then — so  he 
says — "dissolved  by  mutual  consent."     Following;  this 
he  was  a  driver  of  a  delivery  wagon  for  a  grocer  for 
about  six  months,  and  then  his  railroad  predilections 
asserted  themselves     and     he     secured,     at     17     years 
of    age,    a    position    as    fireman    on    the    pusher    at 
Port   Jervis,   January   6,    1882,    and   passed   in   succes- 
sion to   Greycourt,   where   he   fired   on   the  pusher  for 
John  D.  Clifford;  to  an  extra  freight  run  and  the  New- 
burgh  coal  run;  to  extra  fireman  at  Jersey  City  for  a 
month;    to   regular   passenger   service   on   the    Suffern 
train,  with  Charles  W.  Blizard;  to  the  Piermont  Branch 
on     freight,   and  then    to     a  passenger  train  on     the 
Northern,  after  which  he  fired  for  a  short  time  in  the 
Jersey   City   passenger   yards,    and   then     returned     to 
passenger   service   on  the   Northern.     This   completed 
his   service   as   a   fireman,   and   during   its   continuance 
he  became  acquainted  intimately  with  every  grade  on 
the  New  York  Division  and  its  branches.     Promoted 
to  engineer  on  October  11,  1890,  he  was  at  once  given 
charge   of  an   engine   on   a   construction   train   on   the 
double-track     work     between      Creskill    and     Sparkill, 
which  he  retained  during  that  season;  then,  after  put- 
ting in  the  winter  as  an  extra  engineer,  he  was  again, 
when  the  season  opened,  given  charge  of  the  construc- 
tion train  engine,  where  he  remained  until  that  work 
was    completed.      He    was    given    his    present    run    in 
May,    1892,   the   numbers   of  his   trains   being  212  and 
235,  240  and  243,   daily,  and  213  and  228,  every  other 
day,    between   Jersey     City    and     Nyack  •  and     Jersey 
City    and    Creskill.      His    entire    railroad    service    has 
been  with  the  Erie.     While  firing  Mr.  Van  Orden  was 
a  member  of  Deer  Park  Lodge  No.  i.  Brotherhood  of 
Locomotive  Firemen,  and  ever  since  he  became  eligi- 
ble, in  the  early  part  of  i8gi,   he  has  been  a  member 
of    the    Brotherhood    of    Locomotive     Engineers,    be- 
longing to   Hudson  Division  No.   IJ5,  of  Jersey  City. 
April  I,  1888,  was  the  date,  and  Piermont,  New  York, 
the    place    of   Mr.    Van    Orden's    marriage   with    Miss 
Clara    Essex   of   that   town,    and   during   the   years   of 
their  marriage  they  have  made  their  home  at  Nyack, 
where  they  still  reside,   being  surrounded  by  a  family 
of    seven    little    ones,    four    girls   and     three    boys,    of 
whom    three    are    at    present    attending    school.      Mr. 
Van   Orden   has   never  been  hurt  in  the  discharge   of 
his  duties,  though,  as  he  says,  he  has  had  some  mighty 
close  calls.     In  his  case,  as  in  most,  it  is  fairly  to  be 
supposed  that  the  "luck"  which  has  followed  him  has 
a  large  share  of  its  foundation  in  good  judgment  and 
a  cool  head.     As  a  politician   IMr.  Van   Orden  has  n> 
desire    to    exploit     himself,    but     as    a     voter   he     is   a 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


531 


JOHX  L.  VAN  ORDEN. 


F.  EUGENE  VAN  SLTKE. 


632 


ERIE    RAILWAY    EDITION. 


straight-out  American  citizen,  placing  men  above 
parties,  and  careful  to  satisfy  himself  before  voting 
that  he  is  casting  his  ballot  and  influence  in  the  direc- 
tion of  good  and  wholesome  government.  In  short, 
he  carries  into  those  matters  the  same  care  and 
thought  which  he  uses  in  the  every-day  business  of 
his  life  on  an  engine,  and  these  are  the  things  that 
bring  the  best  results.  Stalwart  and  upright,  the 
picture  of  health  and  strength,  Mr.  Van  Orden  may 
fairly  look  forward  to  enjoy  in  after  years  the  honor 
and  respect  of  which  he  is  now  making  himself  so 
worthy. 


F.  Lodge  of  Meadville,  while  his  wife  is  affiliated  with 
Myrtle  Rebecca  Lodge  No.  60  of  Meadville. 


F.  EUGENE  VAN  SLYKE, 

Meadville,    Pennsylvania. 

Born  in  Great  Valley,  New  York.  February  25,  1862, 
F.  Eugene  Van  Slyke  attended  school  in  his  native 
town  until  he  was  14  years  of  age  and  then  took  active 
charge  of  a  farm  owned  by  his  father,  Augustus  J. 
Van  Slyke,  a  railroad  man.  He  followed  this  avoca- 
tion until  1883,  when,  on  the  death  of  his  father,  other 
arrangements  were  made  concerning  the  farm,  and 
Eugene  began  his  railroad  career  as  a  wiper  in  the 
Erie  roundhouse.  Later  he  was  advanced  to  ma- 
chinist's assistant  and  finally  to  call  boy.  In  the  win- 
ter of  1887  he  was  promoted  to  fireman,  in  which 
capacity  he  served  three  years  on  freight  and  one 
year  on  passenger.  On  December  i,  1891,  he  was 
promoted  to  engineer,  since  which  time  he  has  run 
continuously  in  the  freight  service,  where  his  ability 
and  judgment  have  raised  him  to  the  distinction  of 
one  of  the  best  engineers  on  the  division,  and  won 
him  the  commendation  of  his  superiors.  His  genial 
qualities  and  true  manliness  are  recognized  by  his 
brother  engineers  as  well  as  by  his  host  of  acquaint- 
ances at  Meadville  and  all  along  the  line.  His  first 
trip  was  made  as  engineer. on  the  second  engine  of 
a  double-header  to  Salamanca  and  return.  He  has 
never  been  injured,  although  he  has  been  in  three 
collisions — at  Union  City,  Red  House  and  Buck 
Tooth.  The  last  named  was  quite  a  serious  wreck, 
both  engines  being  badly  damaged.  September  11, 
1889,  he  was  united  in  marriage  to  Miss  INIabel  L. 
Hickernell  of  Crawford  County,  Pennsylvania,  and 
four  children  have  been  born  to  them.  Mabel  L., 
aged  9,  and  Herbert,  aged  7,  are  attending  school; 
Irene,  aged  3,  is  the  baby,  since  the  death  of  little 
Harold,  March  11,  1899,  who  was  8  months  and  18 
days  old  when  transplanted,  a  little  bud.  to  bloom  in 
heaven.  Although  not  yet  a  member  of  the  B.  of  L. 
E..  Mr.  Van  Slyke  is  fully  in  accord  with  the  principles 
of  the  organization  and  he  will  become  a  member  of 
it  in  the  near  future.     He  is  a  member  of  the  I.  O.  O. 


THOMAS  WILLIAM  VENNER, 

Jersey  City,  New  Jersey. 
Born  in  London,  England,  in  1867.  Thomas  William 
Venner  accompanied  his  father  to  the  United  States 
while  still  very  young,  his  father  being  a  quarryman, 
for  whom,  after  leaving  school  at  the  age  of  17,  Mr. 
Venner  went  to  work,  his  first  employment  being  at 
carrying  drills,  following  this  up  by  becoming  a  con- 
ductor on  the  De  Kalb  Avenue  street  railroad  in 
Brooklyn,  New  York,  then  going  into  the  building 
trade,  and  from  that  to  a  position  in  a  rolling  mill. 
But  it  was  decreed  that  Mr.  Venner  should  be  a  rail- 
road man,  and  accordingly  he  followed  out  his  destiny 
by  going  to  work  for  the  Erie,  at  first  as  wiper,  and 
a  little  later — in  January,  1888 — becoming  a  fireman  on 
passenger,  an  occupation  which  he  followed  with 
credit  to  himself  ^nd  to  the  satisfaction  of  the  com- 
pany and  all  concerned  until  August,  1897,  when  he 
was  made  an  engineer,  fulfilling  all  the  requirements 
now  made  necessary  in  order  to  obtain  that  position. 
Since  that  time  Mr.  Venner  has  been  running  extras, 
and  is  still  doing  so,  being  constantly  and  busily 
employed,  and  it  will  be  at  no  distant  day  that  he 
will  rise  to  the  ranks  of  the  regular  men.  His  char- 
acter and  his  work  are  sufficient  guarantees  that  in 
whatever  position  he  may  be  placed  he  will  be  found 
ever  painstaking,  faithful  and  trustworthy.  Mr.  Ven- 
ner was  a  delegate  to  the  Peoria  convention  of  the 
Brotherhood  of  Locomotive  Firemen,  and  it  was  at 
that  time  that  he  was  so  fortunate  as  to  meet  Miss 
Helen  M.  Whited.  the  Indy  who  is  no.w  Mrs.  Ven- 
ner. They  were  married  at  Deposit,  New  York,  on 
October  7,  1897,  and  are  now  living  happily  at  No. 
284  Ninth  street,  Jersey  Cit3',  having,  let  us  hope, 
many  long  years  of  happiness  and  usefulness  before 
them.  Mr.  Venner  has  had  only  one  experience  in  a 
serious  accident,  this  happening  in  the  Jersey  City 
tunnel  on  December  15,  1897,  on  which  occasion  his 
engine — the  1323 — went  over  into  the  pond,  he  saving 
himself  by  jumping,  and  sustaining  no  other  injuries 
than  bruises.  It  is  much  to  be  hoped  that  his  im- 
munity from  accidents  may  continue  throughout  his 
railroad  career,  for  it  is  to  this  class  of  young  men 
that  all  railroads  must  look  for  the  safe  conduct  of 
their  business,  in  the  future  as  in  the  past. 


E.   M.  VERNOLD, 
Hornellsville,  New  York. 
The  subject  of  this  sketch  holds  the  important  posi- 
tion  of  engine   tester,   and   for  several   years   has   met 


AMERICAN    LOCOMOXn  E    ENGINEERS. 


533 


every  requirement  of  hii  superiors  in  this  capacity. 
Mr.  \'ernold  was  born  in  Delaware  County,  New 
York,  on  June  6,  1859,  and  began  his  railroad  career 
as  a  brakeman  on  the  Susquehanna  Division  of  the 
Erie  in  1883.  After  a  year  he  was  transferred  to  fire- 
man, in  which  capacity  he  built  up  a  record  in  point 
of  excellence  that  few  attain  and  none  excel.  He  was 
prumcited  to  engineer  in  1890,  since  which  time  he 
has  run  in  both  freight  and  passenger  service.  Dur- 
ing the  World's  Fair  he  ran  the  Golden  Gate  special, 
taking  it  from  Binghaniton  to  Hornellsville,  117  miles, 
in  two  hours  and  fifteen  minutes.  The  regular  fast 
time  for  passengers  is  three  hours.  Besides  this  he 
lias  made  numerous  other  fast  runs,  and  in  many 
ways  demonstrated  his  fine  qualities  as  an  engineer, 
all  of  which  resulted  in  him  being  promoted  to  en- 
gine tester.  I\Ir.  Vernold  was  married  in  1880  to  Miss 
Amelia  Allen,  daughter  of  I.  C.  Allen,  an  Erie  en- 
gineer. They  have  no  children  and  reside  in  their  own 
fine  home  in  Hornellsville,  surrounded  by  a  host  of 
friends.  Mr.  Vernold  owns  other  nice  property  in  the 
city  and  a  steamboat  on  Silver  Lake.  He  belongs  to 
Starrucca  Lodge,  B.  of  L.  E..  and  has  the  distinction 
of  having  put  in  380  days  in  one  year  on  this  division. 


CALVIN  VOORHIS, 
Spring   Valley,    New    York. 

Calvin  Voouhis  is  one  of  the  competent  young  men 
who  have  recently  been  elevated  to  the  responsible 
position  of  engineer.  He  was  born  February  6,  1872, 
at  River  Edge,  New  Jersey,  and  attended  school  there 
until  he  was  14  years  old.  He  then  worked  in  the 
grocery  business  a  few  months,  leaving  that  to  enter 
the  employ  of  the  American  E.xpress  Company  in 
New  York  City.  Here  he  remained  for  three  years, 
performing  his  work  to  the  entire  satisfaction  of  his 
superiors.  In  April,  1891,  he  began  his  railroad  ca- 
reer as  a  wiper  on  the  New  Jersey  &  New  York  Rail- 
road, and  so  well  was  he  liked  that  on  January  I,  1892, 
he  was  advanced  to  fireman,  being  assigned  to  engine 
No.  2  under  George  Nickleson,  his  run  being  from 
Jersey  City  to  Spring  Valley.  On  May  i.  1897,  lie 
was  promoted  to  engineer  and,  being  given  engine  No. 
9.  was  assigned  to  a  run  between  Jersey  City  and 
Haverstraw,  New  York.  On  August  i,  1894,  he  was 
united  in  marriage  to  Miss  R.  A.  Banta  at  Paramus. 
New  Jersey,  and  they  have  two  children,  a  boy  and  a 
girl,  the  boy  being  a  fine  little  fellow  of  4  years.  Mr. 
Voorhis  is  the  owner  of  fine  residence  property  in 
Spring  Valley  and  is  a  member  of  Hudson  Lodge  No. 
I35>  B.  of  L.  E. 


GARRET  A.  \'OORHIS. 
New   City,   New   York. 

Garret  A.  Voorhis  was  born  in  Closter,  Bergen 
County,  New  Jersey,  on  October  26,  i860,  being  the 
son  of  Jacob  T.  Voorhis,  a  farmer,  now  residing  at 
River  Edge,  New  Jersey.  The  young  man  left  school 
at  the  age  of  18,  and  engaged  in  farming  the  following 
year.  On  March  7,  1879.  he  took  service  with  the 
New  Jersey  &  New  Y'ork  Railroad,  working  as  extra 
fireman,  watchman  and  helper  in  the  shops  at  Hills- 
dale. In  1880  he  was  advanced  to  fireman,  and  so 
ef'ticient  did  he  show  himself  to  be  that  he  was  pro- 
moted to  engineer  on  May  12,  1882,  and  is  now  run- 
ning passenger  between  New  City  and  Jersey  City  on 
the  New  Jersey  &  New  York,  which  is  controlled  by 
the  Erie  and  operated  as  a  branch.  Mr.  Voorhis  has 
experienced  one  wreck  during  his  career,  that  oc- 
curring on  November  s,  1880,  at  Pen  Horn,  the  switch 
having  been  left  open  by  the  switchman,  Clark  Bo- 
gart,  who  is  now  an  engineer  on  the  New  York  Di- 
vision of  the  Pennsylvania  Railroad.  As  a  result  of 
the  wreck  Mr.  Voorhis  was  laid  up  in  the  hospital 
for  two  weeks.  He  was  married  on  November  16, 
1881,  to  Miss  Nancy  Jane  Bell,  daughter  of  John  Bell, 
a  blacksmith  of  Schraalenburg,  New  York,  and  they 
have  four  children,  Parrie,  Laura,  Garret  and  Walter. 
Mr.  Voorhis  owns  a  comfortable  home  in  New  City, 
and  is  affiliated  with  Hudson  Lodge  No.  135,  B.  of 
L.  E.,  and  Court  327,  Foresters  of  America. 


J.  FRANK  WALKER. 
Gabon,    Ohio. 

The  subject  of  this  sketch  was  born  in  Windham, 
Ohio,  on  December  i6,  1862,  and  entered  upon  his 
railroad  career  in  1880  as  an  employe  in  the  Atlantic 
&  Great  Western  transfer  house  at  Dayton.  After  a 
few  months  he  was  advanced  to  fireman,  being  pro- 
moted to  engineer  in  April,  1885,  and  is  now  running 
through  freight,  with  occasional  extra  passenger  trips. 
!\Tr.  Walker  was  married  in  1883  to  Miss  Elizabeth 
Cramer  of  Urbana,  Ohio,  and  having  no  children  of 
their  own  they  adopted  a  little  girl  in  1892.  She  is 
now  a  bright  miss  of  8  years  and  attending  school. 
Mr.  Walker  is  a  member  of  the  B.  of  L.  E.,  Lodge 
No.  16;  Chairman  of  the  Grievance  Committee  and  a 
member  of  the  Board  of  Adjustment.  He  is  also  a 
high  degree  Mason,  belonging  to  Gallon  Lodge  327, 
F.  &  A.  M.;  Crawford  Chapter  142:  Marion  Council 
22;  Mansfield  Conimandcry  24,  and  the  Mystic  Shrine 
of  Dayton. 


534 


ERIE    RAILWAY    EDITION. 


GARRKT  A.   VOORHIS. 


WILLIAM  A.  WALKER. 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


535 


WILLIAM  A.  WALKER, 
Dayton,   Ohio. 

A  highly  competent  engineer  in  the  service  of  the 
Erie  is  William  A.  Walker,  who  was  born  in  Cuyahoga 
County,  Ohio,  March  2,  1852.  His  father  was  William 
A.  Walker,  Sr.,  who  was  engaged  in  the  lumber  trade 
at  Windham,  Ohio.  Mr.  Walker  attended  school 
until  he  was  16  years  of  age,  when  he  went  to  work 
for  his  father  in  the  lumber  business.  Later  he  ran  a 
cheese  factory  at  Windham,  but  in  April,  1871,  began 
his  railroad  career  as  a  brakeman  on  the  Erie  at 
Springfield.  After  three  months'  service  he  was  ad- 
vanced to  fireman  and  ran  out  of  Gabon  for  the  en- 
suing four  years.  He  was  then  advanced  to  hostler  at 
Dayton,  and  in  1877  was  promoted  to  engineer.  He 
ran  a  switch  engine  at  Dayton  for  two  months  and 
then  went  back  to  hostler.  In  1878  he  again  was 
placed  in  charge  of  a  switch  engine,  and  in  1880  was 
advanced  to  road  service.  Since  that  time  he  has  been 
continuously  engaged  in  the  freight  service,  with  occa- 
sional extra  passenger  duty.  On  September  17,  1894, 
Mr.  W^alker  was  in  a  head-end  collision  at  North 
Lcwisburg,  Ohio,  caused  by  his  train  (which  he  was 
pulling  with  engine  No.  145)  parting,  and,  being  un- 
able to  control  it.  ran  into  No.  37.  He  was  only  slight- 
ly hurt,  and  is  fortunate  in  this  being  the  only  wreck 
he  has  ever  had.  Mr.  Walker  was  married  March  28, 
1875,  to  Miss  Josephine  S.  Bennett,  a  daughter  of 
Montgomery  Bennett,  a  blacksmith  of  Philadelphia, 
Pennsylvania.  They  have  two  children,  the  elder. 
Mary  R..  aged  20,  being  a  graduate  of  Dayton  High 
School,  and  George  E.,  aged  13,  is  now  attending 
school.  Mr.  Walker  is  a  highly  respected  citizen  of 
Dayton,  and  takes  great  interest  in  secret  societies,  be- 
longing to  B.  of  L.  E.,  Division  No.  16;  Dayton  Lodge 
No.  147,  F.  &  A.  M.;  Unity  Chapter,  No.  16:  Reed 
Commandery,  No.  6,  and  Antioch  Temple.  Mystic 
Shrine. 


EDWARD  WALKNETZ, 

Huntington,   Indiana. 

A  young  engineer  who  is  rapidly  coming  to  the 
front  is  Edward  Walknetz.  who  was  born  in  Pulaski 
County,  Indiana,  February  17,  1866.  His  father  was  a 
pioneer  farmer  of  that  county  and  still  resides  on  the 
old  homestead.  The  young  man  attended  school  and 
assisted  on  the  farm  until  he  was  17  years  of  ^ge,  when, 
having  secured  a  good  common  school  education,  he 
devoted  his  entire  time  for  the  next  few  years  to  farm 
work.  In  1889  he  began  his  railroad  career  as  As- 
sistant to   Engine   Dispatcher  on   the   Chicago   &   At- 


lantic at  Chicago.  In  February,  1890,  he  was  advanced 
to  fireman,  and  then  worked  in  that  capacity  five  years 
on  freight  and  one  year  on  passenger,  when  his  merit 
won  him  promotion  to  engineer.  Since  March,  1896, 
he  has  been  in  the  freight  service  between  Gallon  and 
Chicago,  and  his  work  has  demonstrated  him  to  be  one 
of  the  best  of  the  young  engineers  on  the  Erie.  He  is 
well  liked  by  his  associates  and  is  a  citizen  of  promi- 
nence and  worth,  owning  two  nice  residences  in  Hunt- 
ington, in  one  of  which  he  resides.  He  is  a  member  of 
W'illiam  Hugo  Lodge,  No.  166,  B.  of  L.  F.,  in  the  af- 
fairs of  which  he  takes  a  great  interest.  On  December 
21,  1892,  Mr.  Walknetz  was  married  to  Miss  Mary 
Fleiger,  daughter  of  Andrew  Fleiger,  of  Huntington. 
They  have  three  children — Mildred,  aged  S;  Nevin. 
aged  3,  and  Herold  9  months,  the  baby  and  joy  of 
the  parents'   hearts. 


WILLIAM  JULIUS  WALKNETZ, 
Chicago,    Illinois. 

An  engineer  of  wide  experience  and  thorough  train- 
ing is  William  J.  Walknetz,  who  has  been  in  the  em- 
ploy of  the  Erie  for  the  past  sixteen  years.  He  was 
born  in  Germany,  July  28,  1850,  and  in  1856  his  father, 
William  Walknetz,  emigrated  to  America,  settling  in 
Michigan  City,  Indiana.  Mr.  Walknetz  attended 
school  until  he  was  14  years  old,  and,  having  secured 
a  good  common  school  education,  he  entered  more  act- 
ively into  the  affairs  of  life.  He  worked  on  a  farm 
for  a  while,  and  later  at  the  blacksmith  trade.  On  ac- 
count of  his  health  he  was  forced  to  give  up  the  latter 
occupation,  when  he  secured  a  position  as  truckman  for 
the  Michigan  Central  Railroad  at  Detroit.  He  held 
this  place  six  months,  and  then  accepted  a  position  in  an 
agricultural  machine  shop  at  Lafayette,  Indiana,  where 
he  was  engaged  in  setting  up  machinery.  He  left  this 
company  to  accept  a  place  on  the  Wabash  Railroad  at 
Lafayette,  but  shortly  after  he  received  an  offer  from 
the  Louisville.  New  Albany  &  Chicago  Railroad  of  a 
position  as  engine  watchman,  and  accepted.  In  1871 
he  was  promoted  to  fireman,  and  after  two  years'  serv- 
ice in  this  capacity  he  entered  the  employ  of  the  Cin- 
cinnati. Lafayette  &  Chicago  Railroad,  firing  between 
Lafayette  and  Kankakee,  Illinois.  After  thirteen 
months  he  was  promoted  to  foreman  in  roundhouse 
and  engine  dispatcher,  a  place  held  for  three  years,  when 
he  was  promoted  to  engineer,  on  February  24,  1876. 
He  ran  between  Kankakee  and  Lafayette  until  1880, 
whan  he  resigned  and  went  to  the  Ohio  Central  Rail- 
road, where  he  held  a  similar  position  and  had  various 
runs  until  1883,  when  he  left  and  entered  the  employ  of 
the  Chicago  &  Atlantic  under  Master  Mechanic  Ack- 
ley.      He   was   assigned   to   construction   work  on   en- 


536 


ERIE    RAILWAY    EDITION. 


EDWARD  WALKNETZ. 


GEORGE   W.    WALLACE. 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


537 


giiie  ;i,  aiul  then  to  engine  51,  and  while  thns  engaged 
assisted  in  constructing  the  road  to  Huntington  and 
Hammond.  In  his  career  as  an  engineer  he  has  run 
freight  fourteen  years  and  passenger  nine  years.  For 
the  past  seven  years  he  has  had  the  passenger  run 
on  Nos.  9  and  10,  and  stands  high  in  the  esteem  of 
the  officials  and  his  fellow  citizens  of  Chicago.  In  all 
his  wide  experience  he  has  never  been  up  for  repri- 
mand, never  been  discharged  and  never  been  out  of 
employment  since  he  went  to  railroading.  He  was 
married  in  December,  1872,  to  Miss  Sophia  Asmuse, 
daughter  of  John  Asmuso  of  Pulaski  County,  Indiana. 
They  have  two  children,  l.aura.  aged  22.  was  married 
in  1807;  Nellie,  aged  20,  a  graduate  of  Chicago  High 
School,  lives  at  home.  Mr.  Walknetz  is  a  member  of 
B.  of  L.  E,,  Division  221,  and  while  located  at  Bucy- 
rus.  Oliio.  was  First  Assistant  Chief  of  that  Division. 
He  also  belongs  to  Segal  Lodge  No.  131,  I.  O.  O.  F., 
of  Lafayette,  Indiana;  Masonic  Lodge  Royal  Arch 
Masons,  Kankakee  Lodge,  No.  389.  and  North  Judsou 
Chapter,   No.   104. 

GEORGE  W.  WALLACE, 

Spring  Valley.  New  York. 

George  W.  Wallace  was  born  in  Wappinger's  Falls, 
New  York,  July  28,  1869,  and  is  the  son  of  Uriah  Wal- 
lace, a  keeper  in  Matteawan  State  Asylum,  New 
York.  .Mr.  Wallace  left  school  at  the  age  of  12  years 
and  began  work  in  the  Calico  Print  Works  at  Wap- 
pinger  Falls,  and  for  seven  years  was  employed  there 
as  a  machine  printer.  On  March  i,  1889,  he  entered 
the  service  of  the  New  York  &  New  Jersey  Railroad, 
now  the  Erie,  as  an  apprentice  in  the  machine  shops 
at  Jersey  City,  working  also  as  extra  fireman.  On 
May  13.  of  that  year,  he  was  given  a  regular  run  as 
fireman  between  Jersey  City  and  Havcrstraw.  He  held 
this  until  1892,  when  he  was  promoted  to  engineer  of 
the  steam  shovel  engaged  in  loading  ballast  for  the 
entire  eastern  system.  On  February  10,  1894,  he  was 
promoted  to  engineer  in  the  freight  service,  and  dur- 
ing the  winter  he  runs  between  Jersey  City  and  Haver- 
straw,  but  each  summer  the  company  details  him  to 
take  charge  of  the  steam  shovel,  having  become  con- 
vinced that  under  his  direction  the  best  results  arc 
obtained.  Mr.  Wallace  is  one  of  the  popular  young 
men  of  the  road,  being  liked  by  his  associates  and 
having  the  confidence  of  his  superiors.  He  is  a  char- 
ter meinbcr  of  Jersey  Lodge  No.  543  B.  of  L.  F.  On 
December  24,  1896,  he  was  united  in  marriage  to 
Miss  Edna  Radncy,  daughter  of  Reuben  Radney,  a 
well-drillcr  of  Spring  Valley,  New  York.  They  have 
two  charming  little  children,  George,  aged  2  years, 
and  Ruth  four  months  old. 


JOHN   P.   WALSH, 
Port   Jervis,    New    York. 

John  P.  Wal^h  was  born  October  31,  1859,  at 
Westport,  County  Mayo,  Ireland,  although  his  father 
was  at  that  time  a  naturalized  American  citizen.  He 
says  his  father  returned  to  Ireland  in  order  that  he 
might  be  prevented  from  becoming  the  President  of 
the  United  States  on  account  of  being  born  outside 
of  the  country.  His  fatlier  was  an  Erie  man,  having 
been  a  brakeman  on  the  road,  and  afterwards  being 
employed  at  the  Port  Jervis  roundhouse.  Returning 
to  this  country  in  1864,  he  again  settled  in  Port  Jervis 
and  resumed  work  for  the  Erie.  Here  Mr.  Walsh 
attended  school  up  to  the  age  of  13,  and  then  went  to 
work  in  the  glass  factory,  where  he  remained  for 
five  years.  His  first  railroad  experience  was  in  the 
capacity  of  brakeman,  and  the  scene  of  his  labors 
was  the  Long  Island  Railroad,  on  which  he  remained 
for  about  a  year,  at  the  end  of  that  time  coming 
to  the  Delaware  Division  of  the  Erie,  again  as  a 
brakeman.  He  continued  at  this  work  for  four  years 
and  then,  in  the  summer  of  1885,  began  firing  on  the 
Sea  Beach  road  at  Coney  Island,  where  he  stayed 
during  that  season.  In  January,  1886,  he  did  his  first 
firing  on  the  Erie,  beginning  on  the  New  York  Divi- 
sion for  James  Billman.  On  Christmas  Day,  1888,  he 
was  promoted  to  engineer  on  that  division  and  com- 
menced to  run  extras,  and  is  at  the  present  time  em- 
ployed in  the  same  capacity.  He  has  been  a  member  of 
Division  54,"  of  the  Brotherhood  of  Locomotive  En- 
gineers since  1890,  and  is  also  a  member  of  Orange 
County  Division.  No.  3,  of  the  Ancient  Order  of 
Hibernians,  of  Port  Jervis,  being  also  a  communicant 
of  St.  Mary's  church  at  the  same  place.  During  his 
entire  railroad  experience  he  has  never  been  in  a 
wreck,  and  while  of  course  this  is  good  fortune,  still 
it  is  noticeable  that  the  most  careful  men  have  the 
fewest  accidents,  and  Mr.  Walsh  is  certainly  a  cool, 
level-headed  ■  man.  He  confesses  to  taking  a  good 
deal  of  interest  in  politics,  though  not  in  the  direction 
of  seeking  office.  As  he  says:  "I  am  a  thorough  Jef- 
fersonian  Democrat,  sixtecn-to-one,  straight  out,  and 
I  go  to  'dollar  dinners.'  This  certainly  explains  the 
position  perfectly.  At  one  time  or  another,  Mr. 
Walsh  has  seen  a  good  deal  of  this  United  States 
of  ours,  having  pushed  his  researches  as  far  as  the 
Pacific  coast,  and  besides  having  made  many  other 
shorter  trips.  He  is  a  lover  of  travel,  and — being 
somewhat  of  a  philosopher — he  sees  things  pretty 
thoroughly  whenever  he  is  abroad.  But  withal  he  is 
a  loyal  citizen  of  Port  Jervis,  and  believes  in  the  town 
and  its  future.  Mr.  Walsh  is  more  or  less  the  despair 
of  the  gentler  sex,  and  they  fear  that  he  will  persist 


538 


ERIE    RAILWAY    EDITION. 


in  remaining  a  bachelor,  but  he  seems  not  to  take  the 
situation  to  heart,  contenting  himself  with  saying  that 
one  of  these  days  he  will  go  out  to  Salt  Lake  City 
and  become  a  Mormon.  Surely  this  ought  not  to  be 
tolerated  for  a  moment;  the  Mormons  can  get  along 
well  enough  without  him,  but  he  would  be  sadly  missed 
here  in  Port  Jervis.  Both  his  parents  are  living,  his 
father  having  retired  from  active  service,  and  Mr. 
Walsh  makes  his  home  with  them  in  Port  Jervis,  and 
may  it  be  a  long  time  before  their  home  is  broken 
up,  and  before  Mr.  Walsh's  vigorous  health  and  flow 
of  good  spirits  shall   desert  him. 


brother  who  was  engineer  on  the  Erie  at  the  time  of 
his  death.  Mr.  Walters  is  a  valued  resident  of  the 
city,  and  is  of  such  a  kindly  disposition  as  to  make  and 
retain  the  friendship  of  all  whom  he  meets. 


CHRISTOPHER   WALTERS, 

Youngstown,  Ohio. 

Being  one  of  a  family  of  fourteen  children,  Christo- 
pher Walters  found  it  necessary  to  leave  school  at 
the  age  of  9  years,  and  work  to  support  himself.  He 
began  his  active  experience  with  the  afifairs  of  life 
in  the  employ  of  the  Baldwin  Flour  Mills.  At  the 
age  of  IS  he  secured  a  place  on  the  Youngstown 
wrecking  crew  of  the  Atlantic  &  Great  Western, 
which  he  held  four  years,  being  then  advanced  to 
fireman.  After  a  short  lime  he  left  the  service  of 
the  Erie,  but  after  trying  several  other  positions  re- 
turned to  railroading,  and  was  again  given  a  position 
as  fireman  on  the  Erie,  which  he  held  until  1889, 
when  he  was  promoted  to  engineer.  Since  that  time 
he  has  run  a  yard  engine  at  Youngstown,  and  is 
referred  to  as  one  of  the  best  engineers  on  the  Mahon- 
ing Division,  being  a  general  favorite  among  his  fellow 
employes  and  well  liked  by  his  superiors.  He  was 
married  in  1888,  to  Miss  Clara  Reel,  a  charming  and 
highly  accomplished  young  lady  of  Girard,  Ohio, 
and  to  them  has  been  born  one  child,  Harry,  a  bright 
lad  of  10,  who  is  attending  school.  Mr.  and  Mrs.  Wal- 
ters are  members  of  the  German  Lutheran  church  of 
Youngstown,  and  take  great  interest  in  church  work 
and  the  social  affairs  that  are  dear  to  religious  people. 
Mr.  Walters  is  a  member  of  Mahoning  Lodge  No. 
199,  B.  of  L.  F.,  owns  his  own  home,  besides  several 
other  valuable  pieces  of  real  estate  in  the  city.  His 
wife  also  has  a  fine  farm  of  fifty  acres  in  Trumbull 
county.  Mr.  Walters'  mother  is  dead,  but  his  father, 
at  the  age  of  72,  is  still  hale  and  hearty  and  works 
every  day  at  teaming.  He  was  wreck  boss  for  the 
Cleveland  &  Mahoning  Railroad  from  1853  till  six 
years  ago,  when  he  retired  to  more  quiet  life.  Mr. 
Walters,  Sr.,  is  a  native  of  Germany,  having  come  to 
America  on  his  first  trip  at  the  age  of  21;  he  made 
three  trips  across  the  ocean  before  settling,  and  one 
since.  Mr.  Walters  has  one  sister,  who  is  a  teacher  in 
the   Gerinan   Lutheran   school   at   Youngstown,   and   a 


LUTHER   W.    WATERBURY, 

Rutherford,   New  Jersey. 

Luther  W.  Waterbury  is  one  of  the  Erie  boys  who 
did  his  share  toward  putting  down  the  Late  Rebellion. 
He  enlisted  in  1862  in  the  First  Illinois  Light  Artillery, 
which  was  assigned  to  the  Fifteenth  Army  Corps,  Sec- 
ond Division,  under  Commander  "Black  Jack" 
Logan.  Mr.  Waterbury  participated  in  many  of  the 
decisive  battles  of  the  war,  being  at  Shiloh  under  Gen- 
eral Grant,  and  af  Chattanooga  when  Sherman  took 
that  city  and  started  on  his  famous  "March  to  the  Sea." 
He  served  through  the  war  and  was  fortunate  enough 
to  return  home  unscathed  by  the  enemy's  shot  or 
shell.  Mr.  Waterbury  is  the  son  of  David  Waterbury, 
a  policeman  on  the  old  "Heatherheads"  of  New  York. 
He  was  born  in  that  city  on  December  28,  1846,  and 
from  New  York  he  went  to  Illinois,  where  he  enlisted 
in  the  army.  After  his  return  from  the  war,  he  en- 
gaged in  various  occupations  until  1881,  when  in  Feb- 
ruary of  that  year  he  was  employed  by  the  Erie  as  a 
fireman.  He  fired  extra  for  three  years,  and  then 
three  years  for  "Bill"  Lewis  on  the  Weehawken 
Branch.  In  July,  1887,  he  was  promoted  to  engineer 
and  ran  five  years  on  the  Weehawken  branch, 
since  which  time  he  has  had  charge  of  a  switch  en- 
gine at  Paterson,  but  lives  at  Rutherford,  where  he 
owns  a  pretty  home,  and  is  surrounded  by  a  wide 
circle  of  friends  and  acquaintances.  Mr.  Waterbury 
is  married  to  Miss  Clara  Quidor,  daughter  of  Joseph 
Quidor,  an  old  engineer.  They  have  one  son,  Joseph 
M.,  who  is  employed  as  clerk  in  a  Commission  Mer- 
chant Office.  Mr.  Waterbury  is  a  member  of  Hudson 
Lodge  B.  of  L.  E..  of  Jersey  City,  and  also  of  General 
Mott  Post,  G.  A.  R..  of  Rutherford. 


GEORGE  WATSON, 

Bradford.  Pennsylvania. 

George  Watson  was  born  at  St.  Thomas,  Ontario, 
Canada,  June  21,  1856,  and  while  he  was  quite  you-^, 
his  father.  Rosalvo  Watson,  now  deceased,  moved  his 
family  to  Syracuse,  New  York.  In  this  place  Mr. 
Watson  attended  school  until  he  was  16  years  of  age, 
when,  having  secured  a  good  common  school  educa- 
tion he  commenced  working  at  the  cabinet  and  up- 
holstering trade,  which  he  followed  for  seven  years. 
For  the  ensuing  three  years  Mr.  Watson  worked  on  a 
farm,  but  tiring  of  that  avocation  he  sought  and  obtain- 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


539 


ed  a  situation  as  fireman  on  the  Erie.  From  January. 
1882,  until  January  21,  1886,  he  fired  on  the  Western 
Division,  when  by  his  efficient  services  he  earned  pro- 
motion to  engineer.  He  was  given  a  run  between 
Hornellsville  and  Dunkirk  whicli  he  held  for  some 
years,  when  he  was  given  a  run  between  Bradford  and 
Buflfalo,  which  he  still  has.  Mr.  Watson's  good  judg- 
ment has  helped  him  out  of  many  tight  places,  and 
since  his  promotion  he  has  made  a  record  of  which  he 
has  occasion  to  be  proud,  for  it  has  placed  him  in  high 
favor  with  the  officials  of  the  division,  while  he  has 
the  respect  and  good  will  of  his  fellow  employes.  On 
October  30,  1884,  he  was  married  to  Miss  Jennie 
Taylor,  daughter  of  Henry  Taylor,  a  prominent  resi- 
dent of  Hornellsville,  New  York.  Mr.  Watson  is  a 
member  of  B.  of  L.  E.  Division  280,  and  Evening  Star 
lodge  No.  44  F.  &  A.  M.,  of  Hornellsville.  Mr.  and 
Mrs.  Watson  are  highly  regarded  by  their  large  circle 
of  acquaintances  and  are  quite  active  in  the  Bradford 
social  world. 


HARRY  \'.  WATTS, 

Matamoras,  Pennsylvania. 

Any  one  looking  at  Mr.  Watts — "Harry"  Watts,  as 
every  one  on  the  road  knows  him — finds  it  difficult  to 
believe  that  he  was  born  as  far  back  as  1845,  but  he 
gives  August  2,  of  that  year  as  the  date  of  his  birth, 
and  Orange  County,  New  York,  as  his  birthplace. 
Those  were  the  days  before  mowing  machines,  and 
Mr.  Watts  swung  a  good  old-fashioned  scythe  on  the 
farm,  and  went  through  all  the  labor  then  incident  to 
farm  work  until  he  was  22  years  old,  going  to  school 
"between  times"  up  to  the  age  of  16.  When  22,  he 
went  firing  on  freight  on  the  eastern  division  for  Salis- 
bury, being  afterward  with  Robinson  and  then  with 
Hafner,  and  was  firing  for  the  latter  on  his  famous  fast 
run  elsewhere  described  fully.  In  1871  Mr.  Watts  went 
to  the  Sterlington  Iron  Railway  as  engineer,  having, 
however,  been  promised  employment  with  the  Erie 
whenever  he  should  return.  After  three  years  at  Ster- 
lington and  four  years  on  the  O.  &  W.  he  handled  an 
engine  on  the  Metropolitan  Elevated  in  New  Y'ork. 
but  disliking  to  live  in  the  city  he  returned  to  the 
Erie,  and  fired  until  he  familiarized  himself  with  the 
consolidated  type  of  engine,  when  he  was  given  en- 
gine 552  and  pulled  freight  until  1890,  since  which  time 
he  has  had  a  first  class  run.  His  present  engine  is 
373,  one  of  the  first  compound  engines  on  the  road, 
and  his  run  in  the  summer  is  Nos.  22  and  33,  Port 
Jervis  and  Jersey  City,  and  in  the  winter  2d,  18  and 
33,  between  the  same  points.  Mr.  Watts  was  married 
in  June,  1868,  at  Middletown.  New  York,  to  Miss  Anna 
Torrey,  and  the  couple   now   live   in   their   own   home 


at  Matamoras,  Pennsylvania.  They  have  had  three 
children,  Emma,  the  oldest,  being  now  Mrs.  Emma 
Moore  of  Jersey  City;  Theodore,  still  at  home,  by 
occupation  a  tinner,  and  Blanche,  14  years  of  age  and 
at  school.  Joining  the  B.  of  L.  E.  in  1872,  Mr.  Watts 
has  been  for  the  past  three  years  Second  Assistant 
Engineer  of  Division  54,  of  Port  Jervis.  He  is  now 
and  always  has  been  an  earnest  church  worker,  and 
was  until  last  spring  trustee  and  steward  of  the  Metho- 
dist church  in  Matamoras.  He  takes  a  keen  interest 
in  politics,  and  it  needs  not  be  said  that  his  politics  are 
of  the  "clean"  variety.  This  is  well  shown  by  the 
fact  that  his  fellow  citizens  after  electing  him  school 
collector  and  then  for  two  years  poor  master,  have 
just  elected  him  school  director  for  three  years,  the 
remarkable  thing  being  that  he  is  the  first  republican 
ever  elected  in  the  town,  which  is  almost  solidly 
democratic.  But  the  fact  that  Mr.  Watts  received  the 
highest  number  of  votes  on  the  ticket  goes  to  show 
that  many  of  his  townsmen  believe,  as  he  does,  that 
"good  men  should  come  first,  party  afterward."  Dur- 
ing his  career  as  an  engineer,  Mr.  Watts  has  "never 
spoiled  paint,"  though  once  he  went  through  a  fearful 
wreck  while  with  Hafner.  But  he  did  not  jump, 
and  though  he  has  been  in  many  tight  places,  he  has 
never  jumped  from  his  engine.  He  was  never  sus- 
pended but  once,  and  that  was  for  disregarding  an 
order  he  never  saw.  That  he  may  long  remain  with 
it  is  the  earnest  wish  of  his  friends,  than  whom  no 
one  on  the  Erie  has  more  or  deserves  them  better. 


BYRON  H.  WEBB, 
Chicago,    Illinois. 

Byron  H.  Webb  was  born  in  Fairport,  New  York, 
on  April  28,  1856,  and  is  the  son  of  B.  L.  Webb,  who 
has  been  a  dry  goods  merchant  in  Coldwater,  Michi- 
gan, for  the  past  quarter  of  a  century.  Mr.  Webb  is 
a  man  of  fine  education,  having  graduated  from  high 
school  and  also  from  Lagrange  College,  of  Lagrange, 
Indiana.  He  worked  in  his  father's  store  for  a  short 
time,  but  disliking  the  business  and  having  a  strong 
leaning  toward  railroading,  came  to  Chicago,  and 
secured  a  position  in  the  shops  of  the  Chicago  & 
Xorth-Wcstern  Railroad.  One  week  later  a  place  as 
fireman  was  offered  him  and  he  immediately  accepted 
it,  for  the  next  year  running  betwen  Boone,  Belle 
Plaine  and  Dunlap,  Iowa.  Being  promoted  to  en- 
gineer in  1876,  he  shortly  afterward  resigned  and  came 
to  Chicago  where  for  five  years  he  was  bailiff  in  the 
Cook  County  Criminal  Court.  On  leaving  that  posi- 
tion he  entered  the  service  of  the  "Nickel  Plate"  Rail- 
road   while    that   system    was    being   constructed,    and 


540 


ERIE    RAILWAY    EDITION. 


for  a  while  ran  ovc-r  tlic  entire  route  from  Buffalo 
to  Chicago.  On  leaving  the  "Nickel  Plate"  he  ac- 
cepted the  engine  on  the  Michigan  &  Ohio  Railroad, 
and  during  the  period  of  construction  of  this  road 
ran  out  of  Marshall,  IMichigan.  He  then  went  to  the 
■Cairo  Short  Line  as  engineer,  and  ran  out  of  East 
St.  Louis  until  1886,  when  he  entered  the  service  of 
the  Erie.  He  ran  an  engine  in  the  Chicago  yards 
for  a  short  time,  and  then  was  promoted  to  night  fore- 
man, which  position  he  held  for  a  number  of  years. 
He  now  has  charge  of  passenger  engines  at  Chicago, 
-and  takes  and  returns  them  from  the  shops  to  the  Polk 
Street  Depot.  Mr.  Webb  is  a  single  man  and  belongs 
to  Apollo  Tent.  No.  63,  K.  O.  T.  M.,  and  Lake  Lodge 
No.  302,  B.  of  L.  E. 


from  St.  Louis  to  Sedalia,  where  General  Fremont 
was  forming  a  brigade  at  the  time  he  had  his  dispute 
with  the  President.  He  run  engine  No.  6  from  Junc- 
tion City  to  St.  Louis,  carrying  General  Price  and 
Governor  Clave  Jackson  to  meet  General  Frank  P. 
Blair,  who  guaranteed  a  safe  trip  and  return.  It  was 
anything  but  a  safe  trip,  for  the  cab  was  lined  with 
boiler  plate,  and  many  limes  the  guerillas  and  bush- 
whackers fired  upon  them,  piercing  the  smokestack 
and  boiler  jacket.  Mr.  Weed  returned  to  the  Erie 
when  Hugh  Riddle  was  superintendent.  During  his 
entire  service  he  never  had  an  accident  and  only  lost 
four  months  from  his  first  connection  with  railroad 
service.  Mr.  Weed  is  a  member  of  the  Masonic  lodge 
of  Port  Jervis;  charter  member  of  Neversink  Chapter; 
Delaware  Commandery  and  the  Blue  Lodge. 


JOSEPH   W.   WEED, 

Port  Jervis.   New   York. 

An  Erie  pioneer  is  Joseph  Weed,  since  he  not  only 
helped  construct  the  road,  but  has  been  identified 
with  it  almost  continuously  from  the  first.  He  was 
born  in  Pond  Ridge,  Westchester  County,  New  York, 
on  March  25,  1830,  and  attended  the  town  school  until 
he  was  15  years  of  age.  He  then  entered  the  canal 
■service  and  worked  with  his  father  until  1847,  when 
his  father  took  a  contract  on  the  construction  of  the 
Erie.  As  soon  as  the  road  was  completed,  in  Novem- 
ber, 1850,  Mr.  Weed  began  firing,  and  after  ten  months 
on  freight  and  four  months  on  passenger  was  pro- 
moted to  engineer.  In  1854  he  went  west  to  take' 
similar  position  on  the  Northern  Missouri,  now  the 
iMissouri  Pacific,  and  remained  there  until  1861.  when 
Tie  returned  to  the  Erie.  Here  he  ran  Nos.  5  and  8 
for  many  years,  and  then  took  Nos.  17  and  18,  vv-hich 
he  ran  until  July  8,  1892,  when  he  retired  from  active 
service,  and  having  made  it  a  point  to  save  something 
from  each  month's  pay,  he  is  now  possessed  of  a  com- 
petence and  is  enabled  to  enjoy  his  well-earned  rest 
with  comfort.  Mr.  Weed  was  married  in  November, 
1859,  to  Miss  Mary  E.  Parmalee  of  St.  Louis,  Mis- 
souri, but  no  children  have  been  born  to  them.  In 
1854  Mr.  Weed,  in  common  with  many  others,  suc- 
cumbed to  an  attack  of  the  gold  fever,  and  this  was 
the  reason  he  left  the  employ  of  the  Erie.  He  weiit  to 
California,  but  did  not  remain  very  long,  and  on  his 
return  home  stopped  at  St.  Louis,  where  he  entered 
the  employ  of  the  Missouri  Pacific,  which  at  that  time 
was  built  only  from  St.  Louis  to  St.  Charles,  but  while 
he  was  running  there  it  was  completed  to  Mason  City. 
During  this  time  he  saw  many  exciting  experiences, 
3.S  the  war  was  just  opening.  Mr.  Weed  hauled  troops 


JACK   WELCH, 

Youngstown,  Ohio. 

The  subject  of  this  sketch,  Jack  Welch,  comes  from 
a  family  noted  for  longevity,  his  mother  being  hale 
and  hearty  at  the  age  of  62,  while  his  grandmother 
died  recently  at  the  remarkable  age  of  108.  Mr. 
Welch  was  born  in  Youngstown,  Ohio,  September  18, 
1869,  and  attended  school  until  he  was  16  years  of  age, 
when  he  secured  a  position  with  a  Youngstown  mer- 
chant as  rnessenger  boy.  He  held  this  place  two  years, 
leaving  it  to  becom.e  office  boy  for  Dr.  A.  M.  Clark,  and 
after  a  year  of  service  left  to  accept  a  situation  in  the 
Morris  Bridge  Works.  He  worked  for  this  concern  for 
three  years,  and  for  the  greater  part  of  that  time  had 
charge  of  the  rivet  department.  In  1881  he  secured  em- 
ployment with  the  Enterprise  Boiler  shops  where  he 
learned  the  trade  of  boiler  maker,  and  after  si.x  years 
with  this  firm  accepted  a  similar  position  with  the 
Standard  Oil  Company  at  Cleveland.  He  held  this 
position  but  six  months,  resigning  to  go  to  the  W.  B. 
Colcy  Company,  with  whom  he  remained  but  two 
months,  going  to  the  Valley  Mill  at  Youngstown,  to 
build  a  new  furnace.  In  September.  1888,  he  was  of- 
fered a  position  as  fireman  on  the  Erie  and  accepted 
same,  but  three  years  later  he  left  the  Erie  and  for  four 
months  worked  in  a  similar  capacity  on  the  Fort 
Wayne.  At  the  expiration  of  this  time  he  returned 
to  the  Erie  and  worked  as  fireman  for  the  ensuing 
seven  years.  In  September,  1897,  he  was  promoted  to 
engineer  and  has  since  run  yard  engine  and  done  extra 
road  service.  Mr.  Welch  is  a  comparatively  young 
engineer,  and  is  considered  one  of  the  rising  men 
of  the  Mahoning  Division.  As  fireman  his  record  was 
that  of  one  of  the  best,  and  during  this  period  of  his 
service  he  fired  for  every  engineer  on  his  division  and 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


541. 


JOSEPH    W.   WEED. 


AUGUST  WIEG.\N-n. 


542 


ERIE    RAILWAY    EDITION. 


on  every  run  on  the  card.  He  is  a  member  of  Mahon- 
ing Lodge,  No.  199,  B.  of  L.  P.,  in  the  affairs  of  which 
he  takes  a  deep  interest,  being  at  present  Local  Com- 
mitteeman of  that  order  and  also  magazine  agent. 
He  is  very  popular  among  his  fellow  workmen  and  ac- 
quaintances generally.  He  has  one  brother  who  holds 
the  very  responsible  position  of  assistant  manager  of 
the  Ohio  Steel  Company  at  Youngstown,  another 
who  is  auditor  of  the  same  company,  and  still  an- 
other who  is  fireman  on  the   Erie. 


JAMES  A.  WELCH, 

Meadville.    Pennsylvania. 

James  A.  Welch,  one  of  the  young  engineers  of  the 
Erie,  located  at  Meadville,  was  born  in  Utica,  Penn- 
sylvania, March  7.  i86g.  He  attended  school  until  he 
was  17  years  of  age  and  as  he  was  a  diligent  student 
secured  a  fine  common  school  education.  On  leaving 
school  he  worked  on  a  farm  for  a  while,  and  then  for 
two  years  was  an  Erie  section  hand.  In  September, 
1889,  he  secured  a  position  as  fireman  on  the  Erie, 
and  after  three  years  was  promoted  to  the  extra  list 
of  engineers,  but  kept  on  firing  until  February  22,  1893, 
when  he  was  placed  in  active  service  and  took  his 
first  run  as  engineer.  He  holds  every  order  of  the  trip 
to  Kent  and  return,  as  it  was  a  unique  experience  for 
a  young  engineer.  Mr.  Welch  has  never  had  any  ac- 
cidents and  has  demonstrated  on  many  occasions  that 
he  is  an  engineer  of  efficiency  and  ability.  He  is  a 
member  of  B.  of  L.  P.,  No.  207,  and  is  highly  regarded 
by  his  fellow  employes  and  many  acquaintances.  His 
father  Patrick  Welch,  was  section  foreman  at  Stoney 
Point,  Pennsylvania,  for  the  Erie  for  over  thirty  years, 
and  is  now  an  Erie  employe  at  Cainbridge  Springs, 
Pennsylvania. 

JOHN   H.  WELSH, 
^latamoras,  Pennsylvania. 

One  of  the  noteworthy  men  of  the  New  York  divi- 
sion of  the  Erie  is  John  H.  Welsh,  and  this  is  due  to  the 
fact  that  he  possesses  strong  individuality,  being  one 
of  those  who  think  for  themselves  and  are  equal  at  all 
times  to  the  task  of  forming  their  own  opinions,  decid- 
ing for  themselves  the  course  to  pursue,  as  well  as 
having  the  courage — an  opinion  once  formed  and  a 
course  decided  upon — to  follow  out  that  course  with- 
out fear  or  hesitation.  He  was  born  in  Goshen,  Or- 
ange County,  New  York,  on  the  nth  day  of  August, 
1859,   and  attended   school  there   up  to  the  age   of   16 


years,  between  which  time  and  until  he  was  20  years 
old,  he  worked  at  various  occupations,  in  a  grocery 
store,  at  a  brickyard,  on  a  farm,  etc.  In  1879,  however, 
he  began  railroading  and  has  since  followed  that  as  a 
career.  His  first  railroad  experience  was  in  the  capac- 
ity of  freight  brakeman  on  the  Susquehanna  &  West- 
ern Railroad,  where  he  remained  for  about  six  months, 
then  joining  the  forces  of  the  Erie  at  Jersey  City, 
where  he  worked  in  the  yard  for  about  two  years, 
at  first  as  brakeman  and  subsequently  as  conductor. 
After  this,  in  1881,  he  went  to  work  as  a  fireman  on 
passenger  and  so  continued  for  five  years  and  seven 
months,  at  the  end  of  which  time  he  was  promoted  to 
engineer  and  began  running  extra  freight  between 
Jersey  City  and  Port  Jervis,  and  is  at  the  present  time 
running  extra  passenger  and  freight  between  those 
points,  his  present  engine  being  the  1319,  a  Ba'.dwin, 
During  his  service  as  a  fireman  he  was  identified  with 
the  Brotherhood  of  Locomotive  Firemen,  and  soon 
after  becoming  an  engineer  he  associated  himself  with 
the  Brotherhood  of  Locomotive  Engineers,  being  a 
member  of  Division  54,  of  Port  Jervis.  Mr.  Welsh  was 
married  at  Goshen  on  January  4,  1888,  to  Miss  Jennie 
M.  Kane,  and  they  are  now  living  comfortably  and 
happily  in  their  own  home  at  Matamoras.  with  their 
three  little  boys,  two  of  whom  are  attending  school. 
Both  Mr.  and  Mrs.  Welsh  are  communicants  of  St 
Mary's  church  of  Port  Jervis.  During  all  his  railroad 
experience  Mr.  Welsh  has  never  been  in  a  wreck  of 
any  sort,  truly  a  remarkable  circumstarice,  as  he  has 
not  been  one  of  those  who  have  shirked  duty  at  the 
disagreeable  times,  but  on  the  contrary,  has  been  one 
who  has  gone  quietly  on  with  his  work  regardless  of 
weather  conditions,  and  to  a  large  extent  of  his  own 
personal  feelings  and  desires.  While  not  a  man  who 
seeks  office  for  himself,  he  is  yet  a  man  who  takes  a 
keen  interest  in  politics  and  who  does  not  spare  him- 
self in  working  for  his  friends  and  for  the  success  of 
his  ticket.  And  that  he  is  an  efficient  worker  is  most 
fully  attested  by  those  who  know  him,  while  the  fact 
that  his  efforts  are  always  in  the  direction  of  good 
government  and  what  is  best  for  his  fellow  townsmen 
is  plain  to  any  one  who  becomes  acquainted  with  him 
and  has  the  opportunity  to  become  familiar  with  his 
views.  As  has  been  said  before,  he  does  not  borrow 
his  opinions;  he  makes  up  his  own  mind,  and  once 
it  is  made  up  goes  straight  forward  to  his  goal,  ex- 
hibiting that  self-reliance  which  is  the  birthright  of 
the  natural  leader  of  men.  For  that  is  essentially  Mr. 
Welsh's  character;  he  could  not  be  a  follower;  he 
would  not  stand  still;  one  thing  only  remains — to  be  a 
leader.  The  world  has  plenty  who  will  follow,  or  who 
can  be  driven;  it  will  never  have  too  many  of  Mr. 
Welsh's  kind. 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


543 


^^^^^^^'     -HH 

^^^^^^^K^                             ' ^^^^^^tafli^^^^^^^^^^^^^^^^^^^^^^^^ 

^^^^^^^^^^^^Bb-  ''          --^^i^^^^^^^^^^l^^^^^^^^^^^^^^^^^^^^^H 

JAMES  A.   WELCH. 


THOMAS   DANNY    WELCH. 


544 


ERIE    RAILWAY    EDITION. 


THOMAS    WELSH, 

Youngslown,    Ohio. 

County  Limerick,  Ireland,  was  the  hirtliphice  of 
Thomas  Welsh,  he  having  made  his  advent  into  this 
world  on  July  22,  1843.  His  parents  came  to  this 
country  when  he  was  7  years  of  age,  settling  in  Cleve- 
land, Ohio.  There  Mr.  Welsh  attended  school  until 
he  was  16  years  old,  at  which  time  he  went  to  work  in 
the  shops  of  the  Cleveland  and  Mahoning  Railroad  as 
engine  wiper.  After  a  year  he  was  advanced  to  brake- 
man  and  from  that  to  fireman.  Five  months  later  he 
was  promoted  and  put  in  charge  of  the  roundhouse 
at  night.  He  remained  in  this  capacity  until  October, 
1869,  when  he  was  promoted  to  engineer.  After  two 
years  on  freight  he  was  .given  a  passenger  run  between 
Sharon  and  Leavittsburg.  Later,  owing  to  slack 
business  he  was  put  back  m  the  freight  service,  and  has 
continued  there  since.  Mr.  Welsh  wasKjnarried  on 
May  22,  1862,  to  Miss  Nora  O'Connell,  of  Mantua, 
Ohio,  and  they  have  a  family  of  nine  children  living, 
one  being  dead.  He  is  a  member  of  Friendship  Lodge, 
No.  329,  B.  of  L.  E.,  and  the  A.  O.  H.  Among  rail- 
road men,  where  he  is  best  known,  he  is  most  highly 
respected  and  is  considered  one  of  the  best  engineers 
on  the  Mahoning  Division. 


THOMAS    DANNY   WELCH, 

Hornellsville,  New  York. 

One  of  the  foremost  engineers  on  the  Erie  is 
Thomas  Danny  Welch,  of  Hornellsville,  who  pulls  the 
New  York  and  Chicago  Limited,  the  most  important 
train  on  the  road.  Mr.  Welch  is  the  son  of  Thomas 
D.  Welch,  a  farmer  and  stock  shipper  of  Orange 
County,  Vermont,  he  having  been  born  in  Randolph, 
that  state,  on  May  10,  1840.  Mr.  Welch  left  school  at 
the  age  of  16,  and  after  farming  for  three  years  came 
to  New  York  State  and  secured  a  position  as  fireman 
on  the  Cohocton  Valley  Railroad,  running  between 
Corning  and  Rochester  for  two  j-ears  at  a  salary  of 
90  cents  a  day,  and  working  twenty-five  days  in  the 
month.  When  he  resigned  in  1862  the  company  was 
four  months  behind  in  their  pay.  He  soon  secured 
a  similar  position  on  the  Canandaigua  Branch  (then 
belonging  to  the  Erie  and  now  to  the  Northern  Cen- 
tral) and  after  firing  one  year  was  promoted  to  en- 
gineer. During  the  past  thirty-six  years  Mr.  Welch 
has  run  an  engine  on  the  Erie,  and  has  now  one  of 
the  most  important  runs  on  the  road,  having  for  the 
past  eighteen  years  pulled  Nos.  5  and  8.  During  his 
career  he  has  had  three  accidents,  and  in  each  he 
was  held  entirelv  blameless.     On  one  occasion,   while 


pulling  No.  8  near  Lhiion,  New  Y'ork,  he  was  going 
at  58  miles  an  hour  when  the  train  jumped  the  track 
and  ran  many  hundred  feet  on  the  ties  ere  he  could 
bring  it  to  a  stop.  His  last  accident  was  quite  serious, 
and  it  is  miraculous  that  the  entire  trainload  of  pas- 
sengers was  not  hurled  to  instant  death.  On  the 
morning  of  January  21,  1899,  while  pulling  train  8  at 
about  60  miles  an  hour,  the  track  spread  and  the 
engine  and  train  of  six  Pullmans  was  dropped  to  the 
ground.  They  bumped  along  over  the  ties  for  600 
feet  until  thty  came  to  a  highway  crossing.  Here  the 
train  stopped  while  the  engine  continued  on  for  sev- 
enty-five feet,  then  turned  completely  around  and  fell 
over  on  her  side.  Fireman  T.  J.  Smith  was  found  un- 
der the  tank  seriously  injured,  and,  when  the  tank  was 
jacked  up,  by  his  side  was  found  the  dead  body  of 
another  fireman  who  was  riding  on  the  engine.  En- 
gineer Welch  was  found  under  the  rear  end  of  the 
combination  car,  sixty-five  feet  from  the  track.  The 
car  had  to  be  jacked  up  in  order  to  get  him  out.  and 
as  a  consequence  of  his  injuries  he  was  laid  up  for 
eleven  months.  The  engine  was  the  499,  or  better 
known  as  the  World's  Fair  Engine.  She  was  pretty 
badly  smashed  in  this  wreck,  but  was  repaired,  and 
Engineer  Welch  is  still  running  her,  pulling  trains 
5  and  8.  Mr.  Welch  was  married  in  December,  187a, 
to  Miss  Elvira  J.  Todd,  who  died  in  January,  1876, 
and  in  1883  he  was  united  in  marriage  to  Miss  Mary 
E.  Kellogg,  daughter  of  a  prominent  farmer  of  Tomp- 
kins County,  New  York.  Mr.  and  Mrs.  Welch  have 
been  affiliated  with  the  Episcopalian  Church  for  a 
number  of  years,  and  are  prominent  leaders  in  this 
denomination  in  Hornellsville.  Mr.  Welch  lives  at 
55  Genesee  Street,  and  is  respected  as  one  of  Hor- 
nellsville's  foremost  citizens.  He  joined  Lodge  No.  47, 
B.  of  L.  E.,  in  1868,  and  is  one  of  the  leaders  in  this 
organization,  having  held  all  the  offices  in  the  local 
lodge,  and  is  now  Chairman  of  the  Grievance  Commit- 
tee of  Division  47.  He  is  also  affiliated  with  the 
L'nited  Workmen  of  Hornellsville. 


JAY  D.  WEMPLE, 

Gallon,    Ohio. 

Jay  D.  Wemple  is  one  of  those  men  for  whom  active 
railroad  life  holds  out  the  greatest  allurements.  Pos- 
sessing the  ability  and  having  the  opportunity  to  move 
on  to  higher  positions  in  railroad  affiairs,  ho  prefers 
to  guide  a  pulsating  mountain  of  steel  along  the  shin- 
ing rails,  and  in  the  language  of  the  poet  says,  "the 
plain  engineer  is  good  enough  for  me."  His  father 
was  John  V.  Wemple,  a  substantial  farmer  of  Steuben 
County,  New  York,  and  on  May  30,  1838,  Mr.  Wemple 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


54S 


M 

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'i                                ' 

4 

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M 

^]M 

JOHN    II.    WELSH. 


JAY    D.    WEMPLE. 


546 


ERIE    RAILWAY    EDITION. 


was  born  at  the  old  homestead.     He  attended  school 
until   he   was   13  years   of  age,   and   when   he   was   16 
entered  upon  his  long  and  useful  railroad  career  as  a 
fireman   for   the   Buflfalo,   Corning   &   Rochester   Rail- 
road.    In  all  he  has     seen  forty-five  years  of     service 
upon  different  railroads   and  at  the  present   time  has 
charge  of  Nos.  5  and  8,  the  New  York  Vestibule  train, 
one  of  the  most  important  on  the  whole  system.  After 
firing  for  a  short  time  on  the  B.  C.  &  R.,  he  secured 
a  position  with  the  Erie  Road  proper  as  fireman,  and 
remained  with  this  road  till  the  fall  of  1856,  when  he 
went  to  La  Porte,  Indiana,  to  accept  a  similar  position 
with  the  old  Michigan  Southern  &  Northern  Indiana 
Railroad,  now  the  Lake  Shore  &  Michigan  Southern. 
In  the  spring  of  1857  he  resigned  and  accepted  a  posi- 
tion in  the  roundhouse  of  the  Chicago  &  Alton  &  St. 
Louis  at  Bloomington,   Illinois,   and  in   the  winter  of 
1858    he    was    promoted    to    engineer    and    for   a   year 
ran  a  construction  train  on  that  road.     In  1859  he  left 
the  C,  A.  &  St.   L.,  and  went  as  fireman  on  the  old 
Chicago   &   Eastern,    now     the   "Pan-Handle,"     with 
headquarters  at  Richmond,  Indiana.     In  a  few  months 
he  was  given  an  engine  on  this  road  and  in  succession 
ran  a  construction  train,  freight  and  finally  was  given 
a  passenger  run,  which  he  continued  until  1865,  when 
he  moved  to  Gallon  and  accepted  a  freight  run  on  the 
Atlantic   &   Great  Western   Railroad.     He  ran  freight 
until   1869,   and  then  he  was  promoted  to  passenger, 
which  he  held  until   1888,  when  his   great  ability  was 
recognized  by  his   appointment  to   Road  Foreman  of 
Engines,  to  succeed  A.  W.  Ball,  who  is  now  Master 
Mechanic.     Mr.  Wemple  held  this  important  position 
until   1893.  when  his   love  for  the  active  work  as  en- 
gineer  led    him   to   resign   to   accept   his   present    im- 
portant   passenger      run.      In      September,    i858,    Mr. 
Wemple  was  in  a  serious  accident  which  disabled  him 
for  eighteen  months.     A  car  of  nitro-glycerine,  which 
was  the  second  car  in  his  train  exploded,  completely 
demolishing  the     engine  and  half  of     the  train.     His 
fireman,  E.  S.  Roalt,  was  also  painfully  injured.     Mr. 
Wemple    has   at     numerous    times      demonstrated    his 
ability,  as  numerous     testimonials  from     his  superiors 
testify.     He  was  the  Road  Foreman  when  No.  499  was 
on  her  way  to  the  World's  Fair  and  handled  her  while 
she  was  at  Galion.     In  May,   1866,   Mr.   Wemple  was 
married  to  Miss  Maggie  McGuire,  daughter  of  James 
McGuire,   a  blacksmith  of   Richmond,   Indiana.     They 
have  had  six  children,  three  of  whom  are  dead.     May 
died  at  the  age  of  10,  and  Kittie  R.,  at  the  age  of  4. 
Jay   D.,   Jr.,   age   23,     educated   at  the   Galion     High 
School,  is  a  fireman  on  the  Erie;   Nellie,  a  very  stu- 
dious   girl,    a    graduate  of  high  school  and  a  pupil  of 
music  at   Roanoke,   Virginia,   and  Delaware,   Ohio,   is 
teaching  music.      Georgia   is  also  a  graduate   of  high 
school,  and  a  clerk  in  a  dry  goods  store.    Mr.  Wemple 


is  a  charter  member  of  Blue  Lodge  No.  414,  and  of 
Crawford  Chapter,  No.  142,  of  the  Masonic  order;  he 
also  belongs  to  Dayton  Lodge,  No.  23,  Knights  of 
Honor,  and  B.  of  L.  E.  Division  No.  16,  of  which 
he  was  a  chief  in  the  seventies.  He  owns  a  fine  home 
at  391  Grove  Avenue,  and  is  a  highly  respected  citi- 
zen of  Galion. 

SAMUEL  M.  WESTFALL. 
Deposit,   New   York. 

Samuel  M.  Westfall  was  born  in  Sussex  County, 
New  Jersey,  September  28,  1854.  His  father,  Charles 
M.  Westfall,  was  a  carpenter  and  afterward  foreman 
of  the  Erie  car  shops  in  Port  Jervis.  Here  Mr. 
Westfall  attended  school  until  he  was  17  years  of  age, 
and  then  after  a  year  on  a  farm,  began  his  railroad 
career  as  a  wiper  in  the  Erie  round  house.  This  was 
in  1872,  and  after  five  years  he  was  advanced  to  fire- 
man. He  fired  five  years  on  freight  and  five  years  on 
passenger,  the  latter  period  being  divided  between 
trains  13  and  12,  and  9  and  10.  In  December,  1887,  he 
was  promoted  to  engineer,  and  for  eight  years  ran 
extra  freight.  In  1895  he  was  given  the  local  freight 
between  Deposit  and  Callicoon,  which  run  he  still 
holds.  On  December  19,  1887,  Mr.  Westfall  was  united 
in  marriage  to  Miss  Mary  E.  Taylor,  daughter  of 
John  Taylor  of  Port  Jervis,  and  they  live  happily  in 
their  pleasant  home  in  Deposit,  admired  and  respected 
by  a  host  of  friends.  Mr.  Westfall's  mother,  a  viva- 
cious old  lady  of  67,  makes  her  home  with  them  and 
is  tenderly  cared  for.  Mr.  Westfall  is  a  staunch  sup- 
porter of  the  B.  of  L.  E.,  belonging  to  Division  54; 
he  is  also  a  member  of  Ustayantha  Lodge,  No.  143, 
I.  O.  O.  F.,  of  Port  Jer\-is. 


LYMAN  D.  WESTFALL, 
Avon,   New   York. 

One  of  the  most  prominent,  as  well  as  one  of  the 
best  engineers  of  the  Rochester  Division  is  Lyman 
D.  Westfall  of  Avon.  Mr.  Westfall  was  born  in 
Brighton,  New  York,  on  February  15,  1855,  being  the 
son  of  Abraham  Westfall,  a  carpenter  of  that  place. 
After  receiving  a  fine  common  school  education  he 
began  his  railroad  career  in  July,  1871,  as  a  fireman  on 
the  Erie,  running  between  Rochester  and.Elmira,  and 
Avon  and  Buffalo.  He  fired  freight  six  years  and 
passenger  two  years,  being  promoted  to  engineer  in 
October,  1879.  He  ran  freight  on  the  Rochester  Di- 
vision for  eleven  years  and  was  then  advanced  to  the 
passenger  service,  having  for  the  past  nine  years  run 


AMERICAN    LOCOMOTI\-E    ENGINEERS. 


547 


I 


SAMUEL    M.    WESTFALL. 


LYMAN   D.    WESTFALL. 


54S 


ERIE    RAILWAY    EDITION. 


a  passenger  between  Avon  and  Buffalo.  In  December, 
1878.  Mr.  Westfall  was  united  in  marriage  to  Miss 
Nellie  Hall,  daughter  of  John  E.  Hall,  proprietor  of 
a  flour  and  feed  store  in  Avon.  Eight  children  have 
come  to  bless  this  union,  John,  aged  19,  a  bookkeeper 
in  the  State  Bank  of  Avon,  is  the  oldest;  Mary  and 
Fred  are  attending  high  school;  Irene,  Walter.  Carrie 
and  Chester  are  pupils  in  the  public  schools,  while 
Dorothy,  aged  5.  is  the  pet  of  the  household.  Mr. 
Westfall  is  affiliated  with  Division  15,  B.  of  L.  E.  oi 
Buffalo;  Lodge  570,  F.  &  A.  M.  of  Avon,  and  Valley 
Lodge  No.  26,  A.  O.  U.  W.  He  is  Recorder  in  the  last 
named  lodge,  and  is  a  Past  Master  of  the  ^lasonic 
lodge,  having  been  its  chief  officer  for  two  terms.  Mr. 
Westfall  is  recognized  as  a  leader  by  his  fellow  en- 
gineers, and  stands  high  in  the  estimation  of  his 
superiors.  He  is  a  writer  of  considerable  ability,  hav- 
ing contributed  to  railroad  magazines,  and  during  the 
campaign  of  1896  wrote  Republican  literature  for  the 
New  York  Sun  and  other  prominent  papers.  He  owns 
a  nice  two-story  residence  on  Genesee  Street,  and  with 
his  family  attends  the  Presbyterian  Church,  of  which 
he  is  an  elder. 


in    Voungstown.   and     is   in   fine     health   for   one     so 
advanced  in  years. 


JOHN    WHALEN, 
Youngstown,    Ohio. 

John  Whalen  was  born  in  Rochester,  New  York, 
on  December  17,  1850,  and  was  one  of  a  family  of  six 
children.  He  left  school  at  the  age  of  14  and  went  to 
work  on  a  farm  for  his  father,  but  after  three  years 
of  farm  life  he  decided  to  try  railroading.  His  first 
vvork  was  on  a  gravel  train  on  the  Atlantic  &  Great 
Western  at  Saegerstown,  Pennsylvania,  and  the  next 
spring  he  went  to  work  as  a  section  hand  at  Randall, 
Ohio.  He  then  was  employed  in  the  roundhouse  at 
Youngstown  as  engine  wiper  and  call  boy,  being  pro- 
moted to  fireman  on  September  7,  1870.  He  fired  two 
years,  and  ran  extra  and  fired  for  five  years,  being 
finally  promoted  to  engineer  in  April,  1877.  He  ran 
a  yard  engine  at  Youngstown  for  two  years,  and  then 
took  a  run  in  the  freight  service,  which  he  held  for 
two  years.  Then  came  eighteen  months  as  passenger 
engineer  on  the  New  Lisbon  branch,  after  which  he 
returned  to  running  in  the  Youngstown  yard,  where  he 
is  at  present.  Mr.  Whalen  has  had  many  remarkable 
experiences  during  his  career  as  a  railroad  man,  the 
details  of  which  make  interesting  stories,  and  no  one 
can  tell  a  story  better  and  more  entertainingly  than  Mr. 
Whalen.  He  was  married  on  October  S,  1874,  to  Miss 
Kate  Savage  of  Youngstown,  and  they  have  one  daugh- 
ter.    Mr.  Whalen's  mother,  who  is  now  76,   is  living 


EDWARD  J.   WHARTON, 

Huntington,   Indiana. 

Mr.  Wharton  is  the  son  of  J.  B,  Wharton,  a  carpen- 
ter of  Tippecanoe,  Harrison  County,  Ohio,  at  which 
place  he  was  born  March  14,  1865,  there  being  seven 
brothers  and  seven  sisters,  nine  of  whom  are  still  liv- 
ing. The  family  is  one  of  the  best  in  Harrison  Coun- 
ty, and  Mr.  Wharton  came  naturally  by  his  upright, 
steadfast  character  and  great  ability.  His  father  and 
mother  still  live  at  the  old  homestead  near  the  school 
Mr.  Wharton  attended  until  he  was  16  years  of  age. 
When  the  Cleveland,  Lorain  &  Wheeling  Railroad  was 
constructed  through  his  home  town  he  sought  and 
obtained  work  on  the  steel  gang,  and  later  served 
some  time  as  a  bridge  carpenter  in  the  employ  of  the 
same  company.  In  September,  1886,  he  secured  a 
situation  on  the  Chicago  &  Atlantic  as  fireman  and 
then  followed  three  years  in  freight  service  and  two 
years  in  the  lighter  duties  of  passenger  fireman.  In 
August,  1891,  his  ability  was  recognized  by  the  com- 
pany in  the  substantial  form  of  a  promotion.  For  the 
past  eight  years  he  has  run  freight  between  Chicago 
and  Gallon  and  his  record  marks  him  as  a  conservative 
and  efficient  engineer,  who  enjoys  the  confidence  of  his 
employers  and  the  friendship  of  all  who  know  him. 
He  is  a  worthy  citizen  of  Huntington,  where,  in  Oc- 
tober, 1892,  he  was  united  in  marriage  to  Miss  Louisa 
Bopp,  the  accomplished  daughter  of  William  Bopp. 
He  is  a  member  of  A.  O.  U.  W.,  Wabash  Valley 
Lodge,  No.  44,  and  takes  great  interest  in  affairs  per- 
taining to  the  order. 


JOHN   T.   WHARTON, 

Huntington,    Indiana. 

John  T.  Wharton  was  born  at  Tippecanoe,  Harri- 
son County,  Ohio,  on  May  i".  1859.  His  father  was 
J.  B.  Wharton,  a  substantial  farmer  of  that  neighbor- 
hood, and  the  young  man  attended  the  district  school 
until  he  was  16  years  of  age,  acquiring  a  first-class 
common  school  education.  After  leaving  school  he 
read  medicine  under  Dr.  E.  Tope,  of  Harrison  County, 
about  eighteen  months,  and  then  worked  awhile  on 
his  father's  farm,  after  which  he  entered  the  employ 
of  a  sawmill  company.  Hg.  was  head  sawyer  for  about 
four  years,  when  he  quit  this  place  and  went  to  Hunt- 
ington, where  he  secured  a  position  as  stationary  en- 
gineer in  a  planing  mill.     In  the  fall  of  1884  he  com- 


AMERICAN    LOCOMOTI\'E    ENGINEERS. 


549 


EDWARD   J.    WHARTON. 


JOHN    WHARTON. 


550 


ERIE    RAILWAY    EDITION. 


menced  firing  for  the  Chicago  &•  Atlantic  Railroad. 
He  fired  freight  two  years  and  a  half,  and  passenger  si.x 
months,  when  he  was  promoted  to  roundhouse  night 
foreman  and  engine  dispatcher  at  Huntington.  He 
held  this  position  nearly  two  years,  when  his  ability 
and  good  record  were  further  rewarded  by  promotion 
to  engineer.  For  the  past  eleven  years  he  has  been 
running  freight  between  Chicago  and  Gallon,  and  for 
some  time  back  doing  extra  passenger  work.  He  has 
never  cost  the  company  one  cent  for  repairs  from 
accidents,  and  his  carefulness,  coupled  with  excellent 
judgment  has  won  him  many  commendations  from 
his  superiors,  with  whom  he  is  popular,  as  well  as 
with  his  fellow  employes.  He  was  married  December 
14,  1881,  to  Miss  Elizabeth  Heaston,  daughter  of 
Isaac  Heaston,  a  prominent  farmer  of  Harrison 
County,  Ohio.  They  have  had  two  children;  Bessie 
died  at  the  age  of  20  months;  Walter  I.,  aged  10.  is 
attending  Huntington  public  schools,  and  is  one  of 
the  brightest  scholars  in  his  class.  !Mr.  Wharton  at 
one  time  was  a  member  of  B.  of  L.  E..  Division  No. 
221,  but  is  not  associated  with  the  order  now.  He 
owns  a  fine  cottage  residence  at  the  corner  of  First  and 
Leopold  streets,  and  both  he  and  Mrs.  Wharton  are 
highly  esteemed  by  their  neighbors  and  many  acquaint- 
ances. 


CLARENCE  L.  WHEELER, 

Lima,  Ohio. 

Clarence  L.  Wheeler  left  school  at  the  age  of  16 
to  enter  the  service  of  his  country,  having  enlisted  in 
Company  C  of  the  150th  Pennsylvania  Volunteers 
under  Captain  J.  B.  Fay.  He  served  one  year  and 
participated  in  the  battles  of  Fredericksburg,  Chancel- 
lorsville  and  Gettysburg,  being  captured  at  last  named 
battle  and  never  sent  to  rejoin  his  Regiment,  which 
was  guarding  rebel  prisoners  at  Elmira,  New  York. 
Mr.  Wheeler  was  born  in  Hawley,  Massachusetts,  on 
September  30,  1844,  and  was  the  son  of  J.  K.  Wheeler, 
a  carpenter  and  millwright  of  that  city.  Mr.  Wheeler 
began  his  railroad  career  in  June,  1873,  as  a  fireman  on 
the  Lake  Shore  &  Michigan  Southern,  and  after  serv- 
ing in  that  capacity  for  three  years  and  three  months 
he  was  promoted  to  engineer.  Shortly  afterward  he 
resigned  and  for  eight  months  engaged  in  farming,  but 
his  liking  for  railroad  life  was  so  strong  that  he  gave 
up  farming  and  accepted  a  position  as  brakeman  on 
the  L.  S.  &  M.  S..  running  between  Ashtabula  and 
Youngstown  for  two  years  and  a  half.  He  then  re- 
signed and  accepted  a  position  as  rodman  on  the 
Chicago  &  Atlantic,  while  that  road  was  being  sur- 
veyed. When  it  was  completed  he  ran  the  first  engine 
between  Huntington  and  ^larkle.  Indiana,  when  it  was 


a  narrow  gauge  road.  He  was  sent  to  Dunkirk  and 
brought  the  first  locomotive  from  the  Brooks  Loco- 
motive Works  to  Huntington.  Mr.  Wheeler  ran  a 
passenger  engine  for  about  one  year  and  then  accept- 
ed a  switch  engine  in  the  Marion,  Ohio,  yards,  which 
he  ran  for  four  years,  being  then  transferred  to  the 
Lima  yards,  where  he  has  run  a  switch  engine  for  the 
past  thirteen  ^years.  On  February  14,  1877,  he  was 
united  in  marriage  to  Miss  Loretta  Lilly,  daughter 
of  Orrin  Lilly,  a  farmer  of  Lincolnville,  Pennsylvania. 
They  have  three  children,  all  of  whom  are  boys.  Orrin 
S.,  aged  21,  is  a  stenographer  for  the  Reed  Manu- 
facturing Company  of  Erie,  Pennsylvania;  Charley  L., 
aged  17,  and  Elmer  K.,  aged  15,  are  attending  school. 
Mr.  Wheeler  is  a  member  of  Huntington  Lodge  221 
B.  of  L.  E.,  and  formerly  belonged  to  Lodge  No.  483 
F.  &  A.  M.;  Chapter  27,  and  Council  51,  all  of  Hunt- 
ington, Indiana,  but  at  present  is  dimitted  from  all 
Masonic  bodies. 

JOHN   F.   WHEELER, 

Meadville,   Pennsylvania. 

In  1861  John  F.  Wheeler  was  an  engineer  on  the 
Norfolk  Railroad,  and  on  the  breaking  out  of  the 
War  of  the  Rebellion  entered  the  service  of  the  gov- 
ernment as  an  engineer,  taking  an  engine  from  the 
Norfolk  road  to  Alexandria,  Virginia,  and  ran  on 
nine  different  roads  during  the  three  years  of  the  war. 
Running  an  engine  at  that  time  in  the  enemy's  ter- 
ritory was  extremely  hazardous  and  only  the  ex- 
treme caution  and  good  judgment  of  Air.  Wheeler 
saved  his  train  from  many  a  serious  wreck.  It  was  a 
common  thing  on  rounding  a  curve  to  find  a  bridge 
burned,  obstructions  on  the  track,  or  the  rails  torn  up 
for  quite  a  distance.  Added  to  these  hazards  was  the 
necessity  of  filling  the  tanks  with  buckets  from  rivers 
and  creeks,  and  having  to  stop  to  chop  fence  rails  to 
keep  the  fire  going.  Mr.  Wheeler  hauled  Abraham 
Lincoln  on  many  occasions,  and  owing  to  the  fact 
that  passenger  cars  were  scarce,  Mr.  Lincoln  usually 
accepted  a  seat  in  the  cab  at  Mr.  Wheeler's  side.  The 
subject  of  this  sketch  was  born  in  Grafton,  Massachu- 
setts, April  17,  1833,  and  after  attending  school  until 
he  was  16  years  of  age,  began  firing  for  the  Norfolk 
Railroad.  He  was  promoted  to  engineer  in  1854,  and 
continued  to  run  on  that  road  until  1861,  when 
he  entered  the  service  of  the  government.  After  the 
end  of  his  war  service  he  went  to  Meadville,  in  De- 
cember, 1863,  and  immediately  secured  a  position  as 
an  engineer  on  the  Erie.  He  ran  passenger  until 
eight  years  ago,  when,  at  his  own  request,  he  was 
assigned  to  a  switch  engine  in  the  Meadville  yards. 
He  has  never  had  an  accident  of  any  consequence  and 
this,  coupled  with  his  long  period  of  efficient  service. 


\ 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


551 


CLARENCE  L.  WHEELER. 


JOHN   P.    WHEELER. 


552 


ERIE    RAILWAY    EDITION. 


commands  the  respect  and  admiration  of  his  associates 
and  superiors.  He  was  married  February  24,  1854,  to 
Miss  Eveline  F.  Daniels,  daughter  of  Alfred  Daniels, 
a  manufacturer  of  Medway,  Massachusetts.  Four 
children  have  been  born  to  them,  all  of  whom  are 
now  grown  to  manhood  and  womanhood.  Mabel  F., 
educated  in  Meadville,  is  the  wife  of  Frank  Woods  of 
Kansas  City,  Missouri;  George  is  in  the  coal  busi- 
ness at  Kansas  City;  Emily  M.,  and  Fanny  D.,  edu- 
cated at  Meadville,  are  both  living  with  their  parents. 
Mr.  Wheeler  joined  the  Brotherhood  of  the  Footboard 
in  the  early  days,  and  is  a  charter  member  of  Divi- 
sion 43  of  the  latter  organization  of  the  B.  of  L.  E.  He 
owns  fine  property  in  Meadville,  and  is  a  valued  resi- 
dent of  the  city.  Mr.  Wheeler  possesses  quite  an 
interesting  relic,  being  an  order  dated  at  Boston,  April 
16,  1857,  from  E.  B.  Grant,  Superintendent  of  East 
Thompson  Railroad,  on  which  Mr.  Wheeler  was  run- 
ning at  that  time,  on  an  engine  called  "Hooksett." 


EDWARD  F.  WHELAN, 

Cleveland,   Ohio. 

Born  in  Cleveland,  Ohio,  August  29,  1862,  Edward 
F.  Whelan  received  his  education  in  the  public 
schools  of  that  city.  He  then  engaged  in  farming  for 
a  period  of  four  years,  hut  becoming  dissatisfied  fol- 
lowed the  advice  Horace  Greeley  gave  the  young  man 
and  "went  west."  Locating  at  Bismarck,  North  Da- 
kota, he  engaged  in  farming  for  three  years,  and  then 
went  to  Winona,  Minnesota,  where  he  secured  a  posi- 
tion as  bridge  carpenter  with  the  Chicago  &  North- 
Western  Railroad.  He  followed  this  avocation  two 
years,  and  then,  tiring  of  the  business  and  the  western 
country,  returned  to  Cleveland.  In  July,  1886,  he  se- 
cured a  position  as  fireman  on  the  Erie,  and  then  fol- 
lowed eleven  years  of  commendable  work  in  that  ca- 
pacity— nine  and  one-half  years  on  freight  and  one  and 
a  half  years  on  passenger.  In  August,  1897,  he  was 
rewarded  by  promotion  to  engineer,  since  which  time 
he  has  been  doing  yard  service  at  Cleveland.  Mr. 
Whelan  is  a  member  of  Forest  City  Lodge,  No.  10, 
B.  of  L.  F.,  and  while  he  is  a  comparatively  young 
engineer  his  record  establishes  his  right  to  be  classed 
among  the  most  competent  freight  men  of  the  divi- 
sion. Mr.  Whelan  is  unmarried  and  his  genial  per- 
sonality and  friendly  disposition  make  him  popular 
with  his  many  acquaintances. 


December  5.  1853.  He  attended  school  until  he  was 
12  years  of  age,  but  at  that  time  by  diligence  and  close 
application  to  study  he  had  acquired  a  good  education. 
He  entered  the  employ  of  the  Eaton  &  Shumway 
Chair  Company,  and  when  the  firm  failed  a  year  after- 
wards he  secured  employment  in  a  pail  factory  where 
he  worked  about  eight  months,  leaving  to  accept  a 
place  in  a  large  stove  foundry.  October  6,  1868,  he 
was  offered  a  position  as  call  boy  for  the  Erie,  and 
he  held  this  place  for  two  years,  being  advanced  to 
fireman  in  October,  1870.  He  fired  freight  two  years 
and  passenger  a  little  over  two  years,  receiving  his 
promotion  to  engineer  in  July,  1875.  For  four  years 
he  ran  a  yard  engine  at  Cleveland,  and  then  was  ad- 
vanced to  road  work.  In  1888  he  was  promoted  to 
Road  Foreman  of  Engines,  a  position  he  held  until 
1891,  when  the  position  was  abolished  and  he  was 
assigned  to  road  work  in  the  freight  service,  where  he 
still  is.  Mr.  Whelan  is  one  of  the  oldest  freight  engi- 
neers on  the  Mahoning  Division  and  is  considered  by 
the  officials  as  one  of  the  most  efficient  runners  on  his 
division.  He  fired  passenger  for  the  veteran  Hugh 
Larkin  two  years  and  a  half,  and  had  the  reputation 
of  being  one  of  the  best  firemen  on  the  Division. 
While  he  was  firing  for  Mr.  Larkin,  E.  B.  Thomas, 
now  President  of  the  Erie,  used  to  ride  on  the  en- 
gine to  Sharon,  Pennsylvania,  where  he  was  superin- 
tending the  construction  of  the  blast  furnaces  at  that 
place.  ]\Ir.  Whelan  was  married  May  6,  1879,  to  Miss 
Mary  ^lurphy,  of  Cleveland,  who  died  shortly  after 
the  birth  of  their  child,  Benjamin  F.  The  young  man 
is  19  years  of  age  and  employed  by  the  Bell  Telephone 
Company  as  an  electrician;  during  the  Spanish  war 
he  enlisted  in  the  Signal  Corps,  and  saw  active  ser- 
vice in  Porto  Rico,  where  he  was  wounded  in  the 
leg  by  a  JNIauser  bullet;  he  was  mustered  out  with 
honor  at  Chicago  in  December,  1898.  Mr.  Whelan 
married  Miss  Nellie  L.  Grady.  August  6,  1886,  and  one 
child,  Ollie,  was  born  to  them,  but  died  at  the  age  of 
6  years.  Mr.  Whelan  is  a  prominent  member  of  Dev- 
creau.x  Lodge  No.  167,  B.  of  L.  E.  He  was  Chair- 
man of  the  Board  of  Adjustment  from  1885  to  1888, 
was  Chief  of  the  Division  one  term,  and  was  again 
a  member  of  the  Board  of  Adjustment  for  another 
term.  He  has  been  a  member  of  the  B.  of  L.  E.  since 
1876  and  is  popular  among  his  many  acquaintances  in 
railroad  and  other  circles. 


BENJAMIN   C.   WHELAN, 
Cleveland,   Ohio. 

Benjamin  C.  Whelan,  son  of  Lawrence  Whelan,  an 
old  time  Erie  employe,  was  born  in  Cleveland,  Ohio, 


AUGUST  WIEGAND, 

Deposit,  New  York, 

August  Wiegand  was  born  in  Germany  December 
12,  1847,  and  in  1849  his  father  August  Wiegand,  Sr., 
a  decorator  by  trade,  emigrated  to  America  and  settled 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


553 


BENJAMIN  C.   WHELAN. 


JAMES    A.    WIT.DE. 


554 


ERIE    RAILWAY    EDITION. 


in  Port  Jervis,  New  York.  Here  Mr.  Wiegand  grew 
to  inanhood,  attending  the  public  schools  of  the  city 
until  he  was  14  years  of  age.  He  then  secured  a  situ- 
ation with  the  Erie  Company,  and  worked  in  various 
capacities  on  a  gravel  and  construction  train  during 
1865  and  the  summer  of  1866.  In  the  fall  of  the  latter 
year  he  was  advanced  to  fireman,  and  after  one  year 
on  freight  he  was  given  a  passenger  run,  which  he 
held  for  three  and  one-half  years.  During  the  spring 
of  1871  he  passed  his  examination  with  credit  and  was 
promoted  to  engineer,  since  which  time  he  has  been 
continuously  in  the  freight  service.  For  twelve  years 
he  ran  between  Susquehanna  and  Port  Jervis,  but 
in  1883  was  transferred  to  a  pusher  between  Gulf  Sum- 
mit and  Deposit,  which  he  has  held  for  the  past  six- 
teen years.  Mr.  Wiegand  was  married  September  30, 
1874,  to  Miss  Emma  Tesch,  daughter  of  John  Tesch, 
a  hotel  keeper  of  Pike  County,  Pennsylvania.  Three 
children  have  been  born  to  them;  Augusta  J.,  aged  22, 
a  graduate  of  Deposit  High  School,  lives  with  her 
parents;  Charles  and  William  are  twins  aged  21; 
Charles  is  a  butcher  in  Deposit  and  William  is  em- 
ployed in  a  bottling  works  at  Port  Jervis.  Mr.  Wie- 
gand is  a  staunch  supporter  of  the  B.  of  L.  E.,  and  is 
afifiliated  with  Lodge  No.  54  at  Port  Jervis.  He  is  a 
man  of  true,  earnest  character  and  stands  well  with 
his  superiors  and  fellow  workmen.  In  Deposit  where 
he  has  lived  for  the  past  sixteen  years,  he  is  respected 
as  one  of  the  substantial  citizens,  and  owns  some  nice 
property. 


MARION   W.   WILBUR. 

Huntington,  Indiana. 

Marion  W.  Wilbur  was  born  in  Rock  Creek,  .Ashta- 
bula County,  Ohio,  on  May  8,  1856,  and  received  a  good 
education.  He  began  his  railroad  career  as  a  news- 
boy on  the  Dunkirk,  Allegheny  Valley  &  Pittsburg, 
and  from  that  became  water-boy  on  the  same  road. 
Then  after  a  short  period  as  caller  for  engine  crews 
he  was  promoted  to  fireman.  After  serving  one  year 
he  left  and  secured  a  position  in  the  Lake  Shore  Rail- 
road shops  at  Buflfalo.  He  returned  to  the  D.,  A.  V. 
&  P.  and  fired  another  year,  then  going  to  the  Spring- 
field Southern  as  a  fireman.  While  with  this  road 
he  was  promoted  to  engineer,  August  i,  1880,  and  af- 
ter running  a  year  he  entered  the  employ  of  the  Brooks 
Locomotive  Works,  delivering  locomotives  to  their 
buyers.  He  resigned  this  place  to  accept  an  engine 
on  the  Chicago  &  Erie,  and  has  since  won  a  place  of 
high  esteem  with  the  officials  and  men,  both  as  an 
engineer  and  a  genial  companion.  Mr.  Wilbur  was 
married  on  May  20,  1891,  to  Miss  Kate  W.  Neeley,  of 
Muncie,  Indiana,  daughter  of  Moses  Neeley,  a  pioneer 
of  Muncie  and  now  a  prominent  merchant  of  Atlantic 


City.  Mr.  Wilbur  was  First  Engineer  of  Lodge  No. 
221,  B.  of  L.  E.,  for  two  terms,  and  has  been  a  mem- 
ber of  the  Grievance  Committee  several  years.  He  is 
a  prominent  Mason,  Wonging  to  Amity  Lodge,  No. 
483,  F.  &  A.  M.,  Huntington  Chapter  No.  27,  and 
Commaiidery  No.  35. 


JAMES  A.  WILDE, 
Jersey  City,  New  Jersey. 

James  .\.  Wilde  was  born  at  Pt.  Richmond,  Staten 
Island,  on  July  5,  1852,  and  left  school  when  he  was 
14  years  of  age.  His  boyish  fancy  had  been  to  be  a 
carpenter  and  he  now  devoted  his  attention  to  learn- 
ing that  trade,  subsequently  working  at  it  for  a  period 
of  five  years.  On  March  10,  1872,  he  quit  his  trade  and 
secured  employment  on  the  Erie,  and  was  assigned 
to  the  extra  list  of  firemen.  He  went  out  first  on  En- 
gine 263  with  Engineer  James  Salley,  and  after  a  short 
time  was  given  a  regular  run.  On  December  3,  1886, 
he  was  promoted  to  engineer  and  ran  in  the  freight 
service  between  Port  Jervis  and  Jersey  City  until 
1894  when  he  was  given  a  switch  engine  in  the  Bergen 
yards,  where  he  continues  to  run.  Mr.  Wilde  has  ex- 
perienced but  one  wreck  and  that  one  was  quite  se- 
rious for  him.  On  the  night  of  July  3,  1897,  he  was 
at  work  on  his  engine  in  the  Bergen  yards  when 
some  cars  of  ice  got  loose  and  ran  down  the  embank- 
ment into  his  engine.  He  was  thrown  under  the 
engine  and  hurt  internally,  though  not  so  seriously 
as  to  keep  him  out  of  the  service  very  long.  Mr.  Wilde 
was  married  July  3,  1897,  to  Miss  Mary  E.  Jones,  of 
Jersey  City,  and  they  have  two  children,  a  boy  and 
girl.  Mr.  Wilde  belongs  to  Varick  Lodge,  No.  35, 
F.  &  A.  M.,  and  Hudson  Lodge,  No.  135.  B.  of  L. 
E.  He  is  recognized  as  an  engineer  of  ability  and  his 
fellow  citizens  praise  him  as  a  man  of  sterling  worth. 


LEWIS   WILKS. 

Meadville,   Pennsylvania. 

Lewis  Wilks  was  born  in  Germany  March  10,  1S52. 
and  ni  1837  his  father,  Henry  Wilks,  brought  the  fam- 
ily to  America  and  settled  at  Kendallville,  Indiana.  At 
this  place  Lewis  attended  school  and  worked  on  his 
father's  farm  until  the  fall  of  1871,  when  he  secured 
a  position  as  fireman  on  the  Erie  and  was  assigned  to 
the  Meadville  Division.  He  fired  freight  fourteen 
years  and  passenger  one  year,  receiving  a  much-mer- 
ited promotion  to  engineer  in  October.  1886.  Since 
that  time  he  has  run  continuously  in  the  freight  ser- 
vice, w'ith  occasional  extra  passenger  duty.  Mr.  Wilks 
is  known  as  a  very  careful  and  conservative  runner, 
and  he  has  never  had  a  serious  accident  in  his  entire 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


555 


career;  in  fact  the  only  approach  to  an  accident  was 
when  he  ran  into  an  open  switch,  but  as  no  damage 
was  done  the  matter  is  of  small  importance,  save  to 
show  that  Mr.  Wilks  was  cool-headed  enough  to  stop 
his  engine  in  time  to  avoid  disaster.  On  July  6,  1872, 
he  was  married  to  Miss  Elizabeth  Cramer,  daughter 
of  Henry  Cramer,  who  resides  in  Germany.  An  inter- 
esting family  of  eight  children  have  been  born  to  this 
worthy  couple:  Louisa,  aged  23;  Henry,  aged  22,  en- 
gaged in  the  meat  business  in  Meadville:  George, 
aged  21,  in  the  hotel  business  at  Jamestown;  Nannie, 
aged  18;  Lena,  13;  Gusta.  11;  Carl,  9.  and  William. 
who  died  at  the  age  of  13  months.  Mr.  Wilks  is  a 
member  of  B.  of  L.  E.,  Division  43,  and  Lodge  No. 
164,  K.  of  P.  He  owns  fine  residence  property  in 
Meadville  and  is  regarded  as  a  substantial  and  valued 
citizen. 


WILLIAM  H.  WILLETS, 

Huntingtm,  Indiana. 

During  William  H.  Willets'  period  of  service  as  a 
fireman  on  the  Erie  he  vvfas  in  one  of  the  most  dis- 
astrous wrecks  the  road  ever  had.  It  occurred  on  the 
night  of  October  10,  1887,  at  Kouts  water  station  in 
Indiana,  and  was  the  result  of  a  heavy  fog  which  was 
so  dense  that  the  semaphore  protecting  the  rear  of  a 
disabled  passenger  train  could  not  be  seen  until  too 
late  to  prevent  a  heavy  freight,  on  which  Mr.  Wil- 
lets was  fireman,  from  crashing  into  the  rear  Pullman 
of  the  passenger.  The  engineer  of  the  freight,  Dorsey, 
Mr.  Willets,  fireman,  and  Prouty,  head  brakeman, 
saved  themselves  from  serious  injury  by  jumping,  but 
several  passengers  were  killed  outright  and  their 
bodies  burned  in  the  fire  that  almost  immediately 
enveloped  the  passenger  train.  It  was  one  of  those 
distrcssin.g  accidents,  the  blame  for  which  must  rest 
upon  the  elements,  for  after  a  searching  investigation 
the  coroner  exonerated  the  railway  officials  and  em- 
ployes from  any  culpability  or  neglect.  Mr.  Willets 
was  born  in  Huntington  County,  Indiana,  March  2, 
1862,  and  is  the  son  of  Philo  Willets,  proprietor  of  a 
saw-mill  and  luniber  yard  at  Andrews,  Indiana.  He 
received  both  a  common  and  high  school  education  in 
Huntington,  Indiana,  graduating  at  the  age  of  20.  He 
secured  work  with  a  grading  crew  on  the  Wabash, 
and  for  a  year  helped  at  filling  the  yard  at  Andrews; 
after  this  he  secured  a  position  as  fireman  on  the  Wa- 
bash, and  for  a  year  and  a  half  ran  between  Toledo, 
Ohio,  and  Danville,  Illinois.  At  the  expiration  of 
that  time  he  left  the  employ  of  the  Wabash,  and  for 
a  year  ran  a  coal  and  wood  business  at  Andrews.  In 
the  fall  of  1883  he  sold  out  and  accepted  a  position  as 
fireman  on  the  Erie  under  Master  Mechanic  Joehan. 
He    was    a    capable,    conscientious    worker,    and    after 


three  years  on  freight  and  two  and  one-half  years  on 
passenger  was  promoted  to  engineer  in  the  fall  of  1890. 
For  the  past  nine  years  he  has  been  engaged  in  the 
through  freight  service  running  between  Marion, 
Ohio,  and  Chicago.  He  has  demonstrated  his  ability 
on  more  than  one  occasion  and  occupies  a  high  rank 
among  the  Erie's  engineers,  being  well  liked  by  both 
his  superiors  and  fellow  workmen.  November  28.  1885, 
he  was  married  to  Miss  Lorena  V.  Zell,  daughter 
of  John  W.  Zell,  a  prominent  merchant  of  Uniondale. 
Indiana.  They  have  one  child,  Harry  T.,  a  bright  lad 
of  i>.  wlu)  is  attending  school.  Mrs.  Willets  takes 
quite  an  interest  in  social  affairs  she  is  a  prominent 
member  of  Rebecca  Lodge,  branch  of  the  Huntington 
I.  O.  O.  F.,  and  was  an  officer  in  that  order  one  term. 
Mr.  Willets  is  a  member  of  La  Fountain  Lodge,  No. 
42,  I.  O.  O.  F.,  and  William  Hugo  Lodge,  No.  166, 
B.  of  L.  F. ;  he  has  been  secretary  of  this  order  for  a 
period  of  nine  years  and  receiver  for  two  years.  He 
owns  fine  residence  property  on  Jefferson  Street,  and  is 
a  valued  resident  of  the  citv. 


CURTIS    L.    WILL, 

Cleveland,   Ohio. 

September  I,  1858,  Curtis  L.  Will  was  born  in  Mif- 
flin, Ohio;  he  attended  school  until  he  was  16  years  of 
age,  when  he  went  to  Mansfield,  Ohio,  where  he 
worked  at  the  painter's  trade  for  seven  years.  Leav- 
ing Mansfield,  he  went  to  Cleveland,  where  he  was 
employed  in  the  baggage  department  of  the  Erie  for 
two  and  one-half  years.  November  5,  1883,  he  was 
given  a  position  as  fireman  and  then  followed  an  ex- 
traordinarily successful  service  of  seven  years  in  that 
capacity,  it  being  said  of  him  that  he  was  one  of  the 
best  firemen  that  ever  worked  on  the  division.  His 
promotion  to  engineer  occurred  in  April,  1890,  and 
for  the  first  year  he  ran  a  yard  engine,  being  then 
advanced  to  road  work.  Since  that  time  he  has  con- 
tinued to  do  both  yard  and  road  work,  and  although  a 
comparatively  young  engineer  is  regarded  as  highly 
competent.  He  belongs  to  Devereaux  Lodge,  No.  167, 
B.  of  L.  E.,  and  takes  great  interest  in  the  affairs  of 
that  order.  He  has  never  had  an  accident  in  his  ca- 
reer and  is  quite  popular  with  the  officials  and  his 
fellow  employes.  November  28,  1894.  Mr.  Will  was 
married  to  Miss  Melie  Burnett,  the  charming  daughter 
of  Mrs.  Mary  Burnett,  then  living  at  Youngstown. 
Mrs.  Will's  father  was  an  old  railroad  man  and  at  one 
time  Erie  yard  master  at  Youngstown.  Mr.  Will's 
father  is  dead,  but  his  mother  is  living  in  Cleveland, 
and  at  the  age  of  85  is  hale  and  hearty,  although  she 
raised  a  family  of  twelve  children,  of  whom  Curtis  L. 
is  the  youngest.     Mr.  Will  owns  a  very  pleasant  home 


656 


ERIE    RAILWAY    EDITION. 


i 

i 

•^ 

*mM 

m^            ''Ijz 

■^^^^ 

fc  1        IJj^^^^^^^^^Hlfni 

■      \ 

CURTIS  L.   WILL. 


WILLIAM  H.  WILLETS. 


i 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


557 


at  919  Woodlawii  avenue,  and  is  a  valued  resident  of 
Cleveland. 


GEORGE  R.  WILLIAMSON, 

(Deceased.) 

Meadville,  Pennsylvania. 

At  the  time  of  his  death  there  was  no  engineer  in 
the  employ  of  the  Erie  more  popular  or  competent 
than  was  George  R.  Williamson,  and  he  was  one  of  the 
old  timers  who  had  grown  up  with  the  road.  Born  in 
Bethlehem,  Pennsylvania,  in  1826,  he  was  a  locomotive 
engineer  in  1845,  running  on  a  road  that  terminated  at 
Cleveland,  Ohio,  and  in  1864  he  removed  to  Mead- 
ville to  enter  the  employ  of  the  Erie.  He  ran  continu- 
ously until  1880,  when  he  met  his  death  near  Craw- 
lord  Switch.  A  driving  rod  broke  while  he  was  trav- 
eling at  a  rapid  gait,  and  the  heavy  bar  slashed  through 
the  cab,  smashing  it  to  pieces  and  instantly  killing 
him.  He  was  married  to  Miss  Jemima  Addy,  of  Cuya- 
hoga Falls,  Ohio.  Mr.  Williamson  was  a  member  of 
Meadville  Lodge.  No.  43,  B.  of  L.  E.,  and  the  Masonic 
and  Odd  Fellows  Lodges  of  Kent,  Ohio. 


HENRY  W.  WILLIAMS, 

Bradford,  Pennsylvania. 

Henry  W.  Williams,  whose  rightful  name  is  Henry 
Morris  Williams,  is  one  of  the  most  popular,  as  well 
as  one  of  the  best,  engineers  in  the  employ  of  the  Erie. 
The  change  in  his  name  occurred  in  a  peculiar  way, 
and  is  explained  as  follows:  In  making  out  his  time 
slip  when  he  first  began  firing,  the  engineer  wrote  the 
middle  initial  "W"  instead  of  "M,"  and  Mr.  Williams' 
name  was  so  recorded  on  the  company's  books.  Al- 
though attention  was  called  to  the  mistake  it  was  never 
corrected,  and  as  time  passed,  Mr.  Williams  became 
identified  and  known  so  generally  as  Henry  W.,  that 
he  accepted  the  change  and  so  signs  his  name.  The 
son  of  William  John  Williams  (now  deceased),  of 
Sheridan.  New  York,  he  was  born  in  that  place 
August  25,  1851,  and  obtained  his  education  in  the 
public  schools  of  Sheridan  and  Dunkirk,  New  York. 
He  commenced  work  as  a  sailor  on  the  great  lakes  in 
1865.  and  continued  for  two  years,  when  he  entered 
the  employ  of  the  Flesher  Machine  Company  at  Dun- 
kirk, where  he  remained  one  year,  then  going  to  work 
as  a  brakeman  on  what  is  now  the  Allegheny  Di- 
vision of  the  Erie.  After  a  month  he  was  advanced  to 
fireman,  and  for  a  year  ran  on  the  second  division  of 
the  old  Atlantic  &  Great  Western,  going  from  there 
to  the  Susquehanna  Division,  and  then  back  to  the 
Allegheny    Division,    where    he    remained    until    1879, 


when  he  was  promoted  to  engineer.  He  ran  on  the  old 
Western  Division  until  the  Bradford  Branch  was  made 
a  separate  division,  ami  tlien  was  transferred  to  the 
Bradford  Division,  where  he  ran  a  passenger  train  for 
four  years.  He  then  took  the  local  freight,  N6s.  137 
and  138,  from  Bradford  to  Johnsonburg,  and  return, 
and  still  continues  to  run  them.  While  on  the  .Alle- 
gheny Division  he  did  extra  passenger  work  and  ran 
a  switch  engine  in  the  Salamanca  yards.  During  the 
time  he  was  firing  on  the  old  Western  Division  he  was 
frequently  granted  leave  of  absence  for  the  purpose 
of  taking  new  engines  from  the  Brooks  Locomotive 
Works  at  Dunkirk  and  delivering  them  to  the  rail- 
road for  which  they  had  been  built.  Mr.  Williams' 
career  as  an  engineer  has  been  highly  successful,  and 
the  high  esteem  in  which  he  is  held  by  his  superiors 
and  fellow  engineers  certainly  must  be  a  source  of 
gratification  to  him.  June  i,  1875,  he  was  united  in 
marriage  to  Miss  Emma  Walters,  the  accomplished 
daughter  of  William  and  Sarah  Walters,  of  Dunkirk. 
Three  children  have  been  born  to  them,  two  sons  and 
one  daughter.  B.  R.  Williams  (now  deceased)  re- 
ceived his  education  in  Williams'  and  Rogers'  Business 
College,  Rochester,  New  York,  was  then  employed  by 
the  Erie  Railroad  Company  as  Station  Agent  at  Lewis 
Run,  Pennsylvania.  F,  H.  Williams  is  a  graduate  of 
the  Bradford  Business  College  and  is  employed  as 
Station  Agent  for  the  Erie  Railroad  Company  at  Cus- 
ter City,  Pennsylvania.  Their  only  daughter,  Belle, 
resides  at  home.  Mr.  Williams  was  a  charter  mem- 
ber of  Lodge  No.  II,  A.  ().  U.  W.,  of  Dunkirk,  New 
York,  and  still  is  on  the  active  list.  He  is  also  a 
member  of  Lodge  No.  239,  F.  &  A.  M.,  and  Chapter 
266  of  Salamanca,  New  York;  he  is  a  proininent  mem- 
ber of  the  Brotherhood  of  Locomotive  Engineers,  be- 
ing at  pr.esent  Chief  Engineer  of  Division  280  of 
Bradford.  Mrs.  Williams  is  a  member  of  the  Ladies' 
Auxiliary,  Harmony  Division,  No.  56,  to  the  B.  of  L. 
E.,  and  is  now  serving  her  second  term  as  Vice-Presi- 
dent. 


JAMES  A.  WILLIAMS, 

Salamanca.  New  York. 

The  Erie  was  quite  a  young  railroad  when  James 
A.  Williams  entered  its  service,  and  he  is  one  of  those 
who  has  watched  the  great  road  come  up  to  its  pres- 
ent excellence  through  great  vicissitudes.  Mr.  Wil- 
liams was  born  in  Carbondale,  Pennsylvania,  on  Au- 
gust 20,  1834,  and  farmed  and  attended  school  until 
he  was  14  years  of  age.  In  1851  he  secured  a  position 
as  driver  on  the  Hudson  Canal,  leaving  in  1853  to 
go  as  brakeman  on  the  Pennsylvania  Coal  Road.  In 
the   spring  of   1856  he   entered  the   Erie  service  as   a 


558 


RKIK    RAILWAY    EDl'J'lON. 


HENRY    W.    WILLIAMS. 


DAVID   WILSON. 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


559 


brakeman  between  Port  Jervis  and  Jersej'  City,  be- 
ginning to  fire  on  August  i  of  the  same  year.  In  1859 
he  went  to  the  Cincinnati,  Chicago  &  Air  Line  as 
fireman,  and  while  there  was  promoted  to  engineer, 
returning  to  the  Erie  in  1861,  and  has  run  an  engine 
ever  since.  Mr.  WilHams  has  encountered  a  number 
of  accidents  during  his  career,  but  none  of  them  de- 
tract from  his  standing  as  an  engineer;  in  fact  he  is 
considered  one  of  the  best  on  the  division,  and  is  the 
second  oldest  in  point  of  service.  He  was  married 
December  13.  1S66.  to  Miss  Emilj'  S.  Fosdick  of  Sala- 
manca, and  they  have  two  children,  both  of  whom  are 
grown  to  maturity.  Mr.  Williams  owns  fine  property 
in  Salamanca  and  is  one  of  the  solid  men  of  the  city, 
being  identified  with  Lodge  No.  43,  B.  of  L.  E. ;  Cat- 
taraugus Lodge,  No.  239,  F.  &.  A.  M.;  Salamanca 
Chapter,  No.  206,  and  Commandery,  No.  262. 


LAFAYETTE  WILLIAMSON, 

Meadville,  Pennsylvania. 

Beginning  at  the  very  bottom,  Lafayette  William- 
son has  worked  himself  up  the  ladder  of  success  in 
railroad  work,  and  now  holds  a  coveted  position  close 
to  the  top  in  his  chosen  calling.  Born  in  Bayard, 
Ohio,  September  6,  1852,  he  began  as  engine  wiper 
and  call-boy  on  the  Atlantic  &  Great  Western  at  Kent, 
Ohio,  in  1866.  A  year  later  he  was  transferred  to  the 
shops,  and  in  1868  went  to  Meadville,  where  he 
worked  in  the  roundhouse  eighteen  months,  beginning 
to  fire  in  the  spring  of  1870.  In  August,  1877,  he  was 
promoted  to  engineer  and  now  runs  trains  77  and  82, 
with  occasional  extra  passenger  work.  He  has  ex- 
perienced one  wreck,  that  being  a  head-end  collision  at 
Stony  Point,  in  which  the  engines  were  badly  damaged, 
but  he  escaped  serious  injury.  Mr.  Williamson  was 
married  February  21,  1884,  to  Miss  Mary  A.  Locker- 
by,  who  died  on  January  18,  1896.  He  is  the  son  of 
George  R.  Williamson,  an  old  Erie  engineer,  and  is 
affiliated  w'ith  Lodge  No.  43,  B.  of  L.  E. ;  Crawford 
Lodge,  No.  164,  K.  of  P.,  and  the  I.  O.  O.  F. 


DAVID  WILSON, 

Port  Jervis,  New  York. 

Another  of  the  old  guard,  who  were  running  engines 
when  many  of  the  present  engineers  were  born,  is 
David  Wilson,  who  was  born  in  Haverstraw,  Rock- 
land County,  New  York.  September  29,  1839.  His 
early  years  after  leaving  school  were  spent  in  farming 
and  later  as  a  boatman  on  the  Hudson  River.  His 
first  service  was  with  the  Erie  as  a  brakeman,  advanc- 
ing soon  to  the  position  of  fireman,  in  which  capacity 


he  served  from  January  _>,  1857,  to  September  3,  1859. 
running  on  the  Northern  of  New  Jersey.  He  ran 
freight  for  two  years,  and  then  was  advanced  to 
passenger  run  which  he  held  for  twenty-four  years. 
Twelve  years  ago  he  was  transferred  to  a  pusher  be- 
tween Port  Jervis  and  Otisville,  and  he  has  since  had 
that  run.  On  September  7,  1851,  Mr.  Wilson  was  mar- 
ried to  Miss  Mary  Kern,  and  ten  children  have  been 
born  to  them,  five  of  whom — four  boys  and  one  girl^ 
survive.  The  eldest  son  is  an  Erie  engineer,  two  are 
machinists  in  Jersey  City,  and  one  is  a  telegraph  op- 
erator. Mr.  Wilson  remembers  distinctly  when  the 
first  telegraph  orders  were  introduced,  it  being  on  the 
Erie  in  1853  between  New  York  and  Dunkirk.  The 
old  Morse  register  was  used.  It  is  on  record  that  in 
1853  Superintendent  Minot  delivered  telegraph  train 
orders  to  an  engineer  and  conductor  of  a  train  he  was 
on  to  run  to  Jersey  City.  The  engineer  refused  and 
Minot  took  the  engine  himself  and  ran  the  train  to 
Jersey  City  from  Turners,  and  from  that  date  trains  on 
the  Erie  were  run  by  telegraph.  Mr.  Wilson  has  had 
his  share  of  accidents,  and  has  killed  several  people 
who  have  stepped  from  one  track  to  the  other  and 
directly  in  front  of  his  train.  While  running  emigrant 
train  No.  29  w-est  he  saw  a  white  light  at  Newby  Junc- 
tion and  thought  something  was  wrong.  He  slowed  up 
and  as  he  rounded  the  curve  found  a  caboose  on  the 
main  track.  The  conductor  had  forgotten  all  about 
train  No.  29  tollowing  him  and  was  just  narrowly 
saved  from  being  knocked  to  kingdom  come.  Again 
at  Reynold's  curve  he  came  near  running  into  a 
freight  with  No.  29;  he  put  on  the  brakes  and  stopped 
within  three  car  lengths  of  the  caboose;  no  lights  or 
signals  were  shown,  and  he  followed  the  train  into  Port 
Jervis.  Mr.  Wilson  has  been  a  member  of  Lodge  54, 
B.  of  L.  E.,  since  1864,  and  belonged  to  the  insurance 
division  since  its  start.  He  is  also  a  member  of  Usta- 
yantha  Lodge  No.  143,  I.  O.  O.  F.,  and  since  1886 
has  been  a  comm.unicant  of  the  First  Presbyterian 
Church  of   Port  Jervis. 


J.   R.   WILSON, 
(Deceased), 
Huntington,  Indiana. 
The  subject  of  this  skc-tch  was  born  in   Muskingum 
County,    Ohio,   July   7,    1837.     He   left   school   at   the 
age  of  14  and  while  young  sought  the  western  coun- 
try to  follow  the  vocation  of  stationary  engineer.     In 
1S59   he   began   his    railroad    career   as   a   fireman    on 
the  Chicago  &  Alton   Railroad.     While  thus  engaged 
the   war   broke   out  and   he   enlisted    in    Company   A, 
94th   Illinois   Infantry,   under   Colonel   J.   J.    McNulty. 
He    remained    in   the   service   as   long   as    his    country 
needed  him,  and  in  1865  was  honorably  discharged  to 


560 


ERIE    RAILWAY    EDITION. 


return  to  peaceful  pursuits.  In  1867  he  commenced 
firing  for  the  Chicago,  Rock  Island  &  Pacific  Rail- 
road and  after  four  years  was  given  an  engine  which  he 
ran  one  year,  when  he  resigned  and  accepted  a  posi- 
tion as  brakeman,  his  obiect  being  to  fit  himself  to  be- 
come a  conductor.  Sixteen  months  of  braking  demon- 
strated his  ability  and  he  was  given  the  desired  con- 
ductorship  in  1873.  Later  he  was  promoted  to  a  pas- 
senger run  between  iSIilton  Junction  and  Eldon,  Iowa, 
which  position  he  held  until  1882,  when  he  accepted 
a  place  as  yardmaster  at  Clinton,  Missouri,  where  he 
remained  four  years.  In  1886  he  entered  the  employ 
of  the  Chicago  &  Atlantic  as  engineer,  and  has  since 
been  engaged  in  the  freight  service.  His  long  and 
■  varied  career  has  made  him  proficient  in  all  the 
branches  of  railroad  work,  and  he  is  regarded  as  one 
of  the  Erie's  best  informed  and  most  valuable  men. 
Mr,  Wilson  was  a  charter  member  of  A.  O.  U.  W., 
Lodge  No.  108,  Knoxville,  Iowa.  He  was  married 
in  1861  to  Esther  Jane  Miller  in  Washington  County, 
Iowa,  She  died  in  December,  1874.  Three  children 
were  born  to  them,  Elmer  E.,  is  yardmaster  C,  R.  I. 
&  P.,  Topeka,  Kansas;  Ivy  Oren,  train  dispatcher, 
Chicago  &  North-Western  Railroad,  Chicago,  and 
Luella  G.,  who  was  born  in  1869.  In  December,  1875, 
Mr.  Wilson  was  married  to  Miss  Josephine  A.  Bennett, 
daughter  of  Dr.  G.  H.  Bennett,  of  Cincinnati.  Ohio. 
Two  children  have  been  born  to  them.  Georgie  L.. 
born  in  1882,  is  attending  high  school  and  will  soon 
graduate.  Vera  W.  was  born  in  1890,  and  is  now  in 
fourth  grade,  high  school.  Mrs.  Wilson  owns  a  beauti- 
ful home  in  Huntington,  and  the  family  are  highly 
respected  by  all. 


JOHN  T.   WILSON, 

Cleveland,  Ohio. 

John  T.  Wilson  was  a  successful  farmer  for  a  num- 
ber of  years,  and  in  truth  came  very  near  making  that 
independent  vocation  his  life  w'ork.  He  left  it,  how- 
ever, and  as  the  charm  of  railroad  life  proves  stronger 
than  recollection  of  the  pleasures  of  the  farm,  it  is 
likely  that  he  will  stick  to  the  iron  horse  the  balance 
of  his  days.  He  was  born  in  Warren,  Ohio,  June  28, 
iSfio,  and  having  acquired  a  fine  common  school  educa- 
tion by  attending  the  public  schools  until  he  was  17 
years  of  age,  went  on  a  farm  at  Braceville,  Ohio.  For 
nine  years  he  successfully  managed  a  large  farm  for 
Mrs.  Levina  Mathews,  at  the  end  of  which  time  he 
went  to  Florida  on  an  extended  pleasure  trip.  On  his 
return  he  abandoned  farming  and  entered  upon  his  rail- 
road career  as  a  fireman  on  the  Erie.  This  was  in  Sep- 
tember, 1886,  and  for  the  ensuing  ten  years  he  fired  on 
trains  on  the  Mahoning  Division,  receiving  a  merited 


promotion  to  engineer  in  September,  1896.  Since  that 
time  he  has  been  on  the  extra  list,  and  judging  from  the 
record  he  made  as  3  fireman  and  the  ability  he  has 
displayed  since  promotion,  it  is  safe  to  predict  that 
one  day  Mr.  Wilson  will  be  one  of  the  best  runners 
on  the  Mahoning  Division.  During  his  period  of  ser- 
vice he  has  been  in  but  one  wreck,  that  occurring  to  a 
freight  in  1887.  Just  as  the  train  was  pulling  into  New- 
burgh  the  engine  struck  the  rear  end  of  a  train  that  had 
broken  in  two.  The  left  side  of  the  cab  was  com- 
pletely smashed  and^the  escape  of  Mr.  Wilson  has  al- 
ways been  considered  one  of  those  miraculous  occur- 
rences that  seem  to  have  no  explanation.  He  was 
married  May  21,  1896,  to  Miss  Ada  Phillips,  a  charm- 
ing and  accomplished  young  lady  of  Island  Creek, 
Ohio,  and  they  are  quite  popular  in  social  circles,  being 
hospitable  entertainers  and  a  very  pleasant  couple.  Mr. 
Wilson  is  an  enthusiastic  member  of  Devereaux  Lodge 
No.  167,  B.  of  L.  E. 


CLARK   D.   WINEGAR, 
Meadville,  Pennsylvania. 

Three  times  within  two  weeks  Clark  D.  Winegar  was 
in  wrecks,  and  the  fact  that  he  is  to-day  one  of  the 
Erie's  rising  engineers  is  perhaps  attributable  to 
Providence  m  preserving  him;  he  was  not  seriously 
hurt  in  any  one  of  the  three  collisions  and  he  also 
escaped  at  another  time  while  firing  in  a  head-end 
collision  at  Millars  with  train  No.  3.  He  was  born 
in  Springville,  New  York,  !March  12,  1864,  where  he 
received  his  early  education,  leaving  school  at  the  age 
of  17.  He  secured  a  position  as  call  boy  at  Meadville, 
and  on  September  I,  1884,  was  advanced  to  fireman, 
and  was  two  years  and  a  half  on  freight  and  about  the 
same  length  of  time  on  passenger,  being  promoted  to 
engineer  in  December,  1889,  since  which  time  he  has 
run  an  engine  in  the  freight  service  on  the  Meadville 
Division,  East,  with  such  efficiency  and  judgment  that 
he  has  won  the  confidence  of  his  superiors  and  the 
esteem  of  his  brother  engineers.  June  9,  1892,  Mr. 
Winegar  was  united  in  marriage  to  Miss  Eva  A.  Allen, 
at  Clayton,  New  Mexico,  daughter  of  Ethan  Allen,  a 
contracting  carpenter  of  Corry,  Pennsylvania,  and 
one  child  has  come  to  bless  their  pleasant  home.  Mr. 
Winegar  is  a  member  of  Division  No.  43,  B.  of  L.  E., 
and  bears  an  excellent  reputation  both  as  an  engineer 
and  a  citizen. 


DAVID   R.  WINFIELD, 

Jersey  City  Heights,  New  Jersey. 

David   R.   Winfield   is   one   of  those   who   started  in 
railroad  life  when  quite  young,  and  though  Mr.  Win- 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


561 


CLARK   D,    WINEGAR. 


DAVID   R.   WINFIELD. 


662 


ERIE    RAILWAY    EDITION. 


field's  first  occupation  was  not  at  road  work  it  was 
so  intimately  associated  with  the  workings  of  the 
road  that  it  is  but  natural  he  drifted  into  active  experi- 
ence as  he  became  older.  The  son  of  Madison  Win- 
field,  a  general  merchant  of  Centerville,  New  York, 
he  was  born  in  that  place  on  February  i6,  1849.  Leav- 
ing school  at  the  age  of  13.  he  was  employed  as  a 
messenger  boy  by  the  Erie  Company  from  1862  to  1863. 
For  the  next  six  years  he  worked  at  various  occupa- 
tions, principally  about  the  railroad,  being  advanced  to 
conductor  of  Pullman  car  in  1869.  This  position  he 
held  for  a  period  of  two  years,  resigning  in  1871  to  ac- 
cept a  place  as  fireman  on  the  Erie,  and  for  the  en- 
suing nine  years  he  served  in  that  capacity  on  the 
New  York  Division.  On  January  i,  1880.  he  was 
promoted  to  engineer,  and  for  ten  years  ran  in  the 
freight  service  on  the  same  division.  In  1890  he  was 
given  a  night  switch  engine  in  the  Bergen  yards, 
which  position  he  still  holds.  On  July  15,  1875,  Mr. 
Winfield  was  united  in  marriage  to  Miss  Amy  Nutt, 
daughter  of  Albert  Nutt  an  Erie  Railroad  man.  They 
have  a  charming  family  of  five  children,  of  whom 
Sarah,  the  eldest,  is  a  graduate  of  the  public  schools; 
Albert  M.,  aged  17,  is  employed  as  a  clerk,  while 
Charles  C,  Alice  M.  and  William  W.  are  attending 
school. 


FRANK  WITHERSTAY, 

Youngstown,  Ohio. 

The  subject  of  this  sketch  was  born  in  Nelson,  Port- 
age County,  Ohio,  and  at  the  age  of  17  he  was  sent  to 
college,  but  after  attending  one  year  he  was  called 
home  on  account  of  the  death  of  his  father.  After 
staying  on  the  farm  for  a  year  he  accepted  a  situation 
on  the  Erie  Railroad  as  news  agent.  A  year  and  a  half 
later  he  associated  with  his  brother  in  the  real  estate 
business,  and  for  three  years  was  quite  successful,  at 
the  end  of  which  time  Mr.  Witherstay  sold  out  his  in- 
terest and  went  to  Cleveland,  where  he  secured  a 
position  on  the  Mahoning  Valley  Division  of  the  Erie 
as  fireman,  which  position  he  held  until  September 
I,  1895,  when  he  was  promoted  to  engineer.  After 
running  out  of  Cleveland  one  year  he  was  transferred 
to  Youngstown  and  has  continued  running  there  up  to 
the  present  time.  Although  practically  a  young  en- 
gineer he  is  considered  one  of  the  best  on  the  Ma- 
honing Division,  and  is  respected  alike  by  superiors 
and  brother  workmen.  He  has  been  in  but  one  acci- 
dent worth}-  of  mention  since  he  has  been  railroad- 
ing; while  hostling  in  Cleveland  his  engine  ran  into  a 
train  that  was  pulling  out  of  the  yard,  and  was  com- 
pletely turned  over,  but  fortunately  no  one  was  in- 
jured. Mr.  Witherstay's  mother  lives  in  Windham, 
Ohio,  and  although  74  years  of  age  is  still  quite  active. 


HENRY  J.  WIXTED, 

Avon,  New  York. 

Henry  J.  Wixted,  who  runs  the  local  between  Corn- ' 
ing  and  Avon,  is  one  of  the  popular  engineers  of  the 
Rochester  Division,  and  his  popularity  extends  out- 
side of  railroad  circles,  including  many  of  the  residents 
of  towns  along  his  run.  Mr.  Wixted  was  born  in 
Corning,  New  York,  on  August  7,  1866,  and  is  the  son 
of  Henry  Wixted,  a  shopman  in  the  employ  of  the 
Erie  at  Corning.  He  left  school  at  the  age  of  14,  and 
for  over  a  year  worked  at  glass-cutting.  In  1883  he 
began  his  railroad  career  as  a  brakeman  on  the  Fall 
Brook  Railroad,  running  between  Corning,  Lyons  and 
Newberry,  New  York.  He  then  entered  the  employ  of 
the  Erie  as  a  brakeman,  working  on  the  Rochester  Di- 
vision until  1887,  when  he  was  advanced  to  fireman. 
He  served  the  company  in  this  capacity  on  the  same 
division  until  the  fall  of  1890,  when  he  was  promoted 
to  engineer,  and  after  running  extra  for  a  while,  was 
given  the  local  between  Corning  and  Avon,  which  he 
has  run  the  past  five  years  to  the  entire  satisfaction  of 
the  company  and  of  its  patrons.  In  September,  1896, 
!Mr.  Wixted  was  married  to  Miss  Margaret  McGraw, 
daughter  of  John  McGraw,  an  employe  of  the  Erie 
at  Avon.  JNIr.  Wixted  is  a  member  of  Division  No. 
IS,  B.  of  L.  E.,  and  with  his  charming  wife  takes  an 
active  interest  in  the  social  affairs  of  Avon. 


WILLIAM   WOLCOTT, 
Carbondale,    Pennsylvania. 

It  has  been  nineteen  years  since  William  Wolcott 
became  one  of  the  Erie's  engineers,  and  previous  to 
that  time  he  had  run  eleven  years  on  other  roads.  The 
son  of  Francis  Wolcott,  a  pioneer  farmer  of  Wayne 
County,  Pennsylvania,  he  was  born  in  Clyde,  New 
York.  March  i,  1848.  He  studied  at  the  public  schools 
until  he  was  1$  years  of  age  and  then  accepted  a  posi- 
tion as  car  oiler  for  the  Gravity  Railroad  Company, 
which  he  held  four  months,  leaving  to  accept  a  position 
as  brakeman  on  the  Delaware  &  Hudson  Railroad. 
This  last  place  he  held  for  one  year,  going  then  to  the 
Delaware,  Lackawanna  &  Western  Railroad,  where 
after  six  months  he  was  advanced  to  fireman.  In  this 
capacity  he  served  two  years  and  a  half,  being  pro- 
moted to  engineer  in  the  fall  of  i86g.  For  four  years  he 
ran  as  engineer  and  then  n-signed  to  accept  a  place  on 
the  D.  &.  H.  Railroad,  but  remained  only  a  short  time, 
having  received  an  advantageous  offer  to  run  passenger 
train  on  the  Long  Island  Railroad,  between  Long 
Island  City.  Brighton  Beach  and  various  other  ter- 
minals. After  three  months  he  resigned  and  went  with 
the  New  York  &  Sea  Beach  Railroad,  with  which  he 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


563 


WILI>IAM   WOLCOTT. 


FRANK"   WITHKKSTAY, 


564 


ERIE    RAILWAY    EDITION. 


remained  the  same  length  of  time.  He  went  back  to 
the  Long  Island  Railroad,  for  a  short  time,  and  then 
in  1880,  came  to  the  Erie,  where  he  fired  a  few  inonths 
and  was  then  given  a  run  on  freight  on  the  JefTerson 
Branch.  In  1867,  Mr.  Wolcott  was  united  in  mar- 
riage to  Miss  Alice  Gratton,  daughter  of  Michael  Grat- 
ton,  a  stationary  engineer  of  Scranton,  Pennsylvania, 
and  four  children  have  been  born  to  them:  Josephine, 
Hattie,  Frank  and  Bertha.  Mr.  Wolcott  is  a  member 
of  B.  of  L.  E.,  Division  468,  and  was  Chief  Engineer 
for  one  term;  at  different  times  he  has  held  all  the 
subordinate  offices  of  the  local  division,  was  a  mem- 
ber of  the  General  Board  of  Adjustment,  and  Chair- 
man of  the  Local  Board  of  Adjustment.  That  he  has 
been  almost  continually  an  officer  of  the  organization  is 
but  an  evidence  of  the  high  regard  in  which  he  is  held 
by  his  fellow  engineers,  while  as  an  engineer  he  has 
the  confidence  and  esteem  of  his  superiors.  He  owns 
fine  property  in  Carbondale  and  is  one  of  the  city's 
valued  citizens. 


JOHN  WONDERLY, 
Huntington,  Indiana. 

John  W'onderly,  one  of  the  best  known  engineers  on 
the  Erie  system,  was  born  in  Norwalk,  Ohio,  January 
2S>  1853,  where  his  father  was  a  shoe  merchant.  At 
the  age  of  15,  after  he  had  received  a  common  school 
education,  he  entered  the  Lake  Shore  &  Michigan 
Southern  shops  as  an  apprentice.  Two  years  later  he 
went  on  the  road  firing  extras,  there  being  no  extra 
firemen  at  that  time.  When  his  three  years  were  up 
he  became  a  regular  fireman  and  worked  till  1873,  when 
he  was  promoted  and  became  an  engineer.  After  two 
and  a  half  years  of  continuous  service  he  resigned  and 
took  a  position  on  the  A.  &  G.  W.  Railroad.  After 
having  been  with  this  road  about  six  years  he  left  in 
1882  and  went  to  Lima,  Ohio,  where  he  set  up  engine 
No.  21,  which  was  one  of  the  first  passenger  engines  on 
the  Chicago  &  Atlantic  (now  the  Chicago  &  Erie), 
which  was  then  being  constructed.  In  August  of  the 
same  year  Mr.  Wonderly  took  charge  of  Engine  55. 
after  completion  of  the  road,  and  ran  through  freight 
till  1885,  when  he  went  on  local  freight  till  1887,  and 
from  this  to  the  Wells-Fargo  express  train,  which  he 
ran  for  about  four  years.  Then  he  went  on  passenger 
trains  3  and  12  and  has  been  running  on  them  since, 
with  the  exception  of  about  one  year,  while  he  was 
back  on  the  Wells-Fargo  express,  making  in  all  seven- 
teen years'  service  on  the  Erie.  On  October  22,  1897, 
he  pulled  President  Thomas'  special  train  from  Hunt- 
ington to  Chicago,' making  an  average  speed  of  nearly 
63  miles  an  hour.  The  sp^ed  which  was  evenly  main- 
tained,  so   much   pleased   the   President  and   his  asso- 


ciates on  the  train  that  Superintendent  George  E.  Coe 
wrote  i\Ir.  Wonderly  a  nice  letter  of  congratulation. 
In  1884  Mr.  Wonderly  made  a  trip  to  California,  and 
upon  his  return  in  May  he  was  married  to  Miss  Kate 
C.  Rarey,  whose  father  was  a  first  cousin  of  Professor 
Rarey,  the  famous  horse  trainer.  Mrs.  Wonderly  is  a 
great  lover  of  horses.  They  have  five  children,  three 
sons  and  two  daughters.  Mr.  Wonderly  never  held 
any  public  office.  In  the  Brotherhood  he  has  been  a 
delegate  to  the  National  Convention  twice — New  York 
and  St.  Louis.  He  is  now  chief  of  Division  221  and  has 
been  ofif  and  on  for  10  years.  Mr.  Wonderly's  father 
died  in  1887,  but  his  mother  is  still  living.  He  has 
seen  the  population  of  Huntington  double.  He  owns 
one  of  the  handsomest  residences  in  the  city,  and  is  one 
of  its  most  prominent  and  influential  citizens. 


GEORGE  WOLFE, 

Buflfalo,  New  York. 

George  Wolfe,  one  of  the  veterans  of  the  road,  was 
born  in  Bufifalo,  June  5,  1844.  His  education  was  ob- 
tained in  the  schools  of  that  city.  Leaving  school  at 
the  age  of  14,  he  worked  for  his  father,  a  teamster; 
becoming  used  to  the  handling  of  horses  thus  early,  he 
developed  a  love  for  that  noble  animal.  Perhaps  it 
was  this  early  acquired  taste  for  handling  the  reins 
that  turned  his  thoughts  to  handling  the  throttle  of  the 
"iron  horse."  At  any  rate,  having  worked  as  a  dry 
goods  clerk  for  three  years,  he  returned  to  the  employ 
of  his  father;  but  upon  the  breaking  out  of  the  great 
Civil  War,  he  enlisted  in  the  6sth  New  York  Volun- 
teers, Colonel  Krettner,  afterward  replaced  by  Lieu- 
tenant-Colonel Bernes,  under  whose  command  young 
Wolfe  remained  for  two  years.  Although  but  17  years 
of  age  at  the  time  of  his  enlistment,  Mr.  Wolfe  rapidly 
advanced  in  rank,  attaining  the  grade  of  Sergeant, 
and  was  with  his  regiment  in  all  its  numerous  engage- 
ments. The  term  of  enlistment  expired  in  July,  1863, 
and  Mr.  Wolfe,  with  his  regiment,  returned  to  New 
York  City  in  time  to  aid  in  the  suppression  of  the 
dreadful  draft  riots,  the  very  mention  of  which  sends 
a  thrill  of  horror  through  the  minds  of  the  older 
residents  of  that  city  to  this  day.  Leaving  New  York, 
the  regiment  proceeded  by  boat  to  Albany,  and  thence 
by  rail  to  Buffalo,  where  it  was  mustered  out  of  service 
August  19,  1863.  All  this  time  Mr.  Wolfe  had  been 
possessed  of  an  insatiable  desire  to  become  a  railroad 
engineer,  and  when  a  position  in  the  line  of  such  serv- 
ice presented  itself,  he  was  not  slow  in  accepting  it. 
His  first  work  in  this  line  was  firing  for  Henry  Hale, 
who  is  still  in  the  service,  running  a  switch  engine  at 
Rochester;  he  continued  with  Hale  for  nine  months, 
and  then  went  with  Benjamin  Hill,  who  thought  so 
well  of  his  fireman  that  he  wanted  Wolfe  to  go  with 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


565 


A^^"^^^. 

1^ 

<i^-<^ 

'-\ 

^r          *, 

f. 

M^.  V 

JOHN  WONDERI.Y 


JOHN  H.   WOODS. 


566 


ERIE    RAILWAY    EDITION. 


hir.i  when  he  (Hill)  left  the  Erie  for  the  Lake  Shore. 
Wolfe,  however,  stuck  to  liis  first  love,  and  went  firing 
for  Charles  Hager,  on  a  passenger  engine,  between 
Buffalo  and  Attica,  the  then  end  of  the  division,  and 
continued  with  him  after  the  division  was  extended  to 
Hornellsville.  After  tliis  lie  fired  for  C.  T.  McElveny, 
and  also  for  F.  Pierce,  and  finally,  on  August  i,  1869, 
was  promoted  to  engineer.  He  continued  on  the 
rounds  until  given  a  regular  freight.  When  the 
"Mogul"  engines  were  introduced  Mr.  Wolfe  was  one 
of  the  first  to  receive  one  of  them,  and  continued  in 
that  capacity  until  1882  or  1883,  when  he  was  pro- 
moted to  a  passenger  engine,  being  on  Nos.  3  and  12 
until  discontinued,  when  he  was  transferred  to  a  train 
running  between  Buffalo  and  Dansville,  trains  17  and 
18;  after  this  he  was  given  trains  i  and  2,  between  Buf- 
falo and  Hornellsville.  He  is  still  on  the  same  run,  but 
the  train  is  now  designated  as  i  and  8.  Mr.  Wolfe  has 
been  a  member  of  the  B.  of  L.  E.  since  1870,  but  has 
never  held  any  office  in  that  connection,  nor  has  he 
ever  evinced  any  desire  to  do  so.  He  is  also  a  mem- 
ber of  Hayward  Post  542,  G.  A.  R.,  of  Buffalo,  and 
was  at  one  time  aide  de  camp  on  the  staff  of  General 
Shaw,  State  Commander.  Mr.  and  Mrs.  Wolfe  reside 
at  330  Swan  street,  Buffalo,  with  their  youngest  daugh- 
ter, a  graduate  of  the  Buffalo  High  School.  Their  two 
eldest  daughters  are  married,  one  to  Edward  Kuhn, 
bookkeeper  in  the  Manufacturers'  and  Traders'  Bank 
of  Buffalo,  and  the  other  to  Frederick  C.  Bundy,  who 
is  connected  with  Jacob  Dold's  packing  house.  In 
the  spring  of  1872  Engineer  Wolfe  had  a  head-end  col- 
lision in  the  early  morning  hours  of  a  misty  day,  where 
all  blame  was  proven  to  lay  not  with  Mr.  Wolfe,  but 
with  someone  else.  He  had  left  Buffalo  as  a  second 
section  of  No.  32  at  4  a.  m.,  closely  following  the  first 
section,  which  should  have  carried  signals,  but  failed 
to  do  so.  It  passed  a  westbound  freight  at  Alden  Sta- 
tion, and  as  it  displayed  no  signal  for  its  second  sec- 
tion, the  freight  pulled  out  and  thus  met  Mr.  Wolfe's 
train  in  a  head-end  collision  between  Town  Line  and 
Marilla.  Both  engines  were  badly  damaged  and  the 
cars  were  smashed  up  generally,  but  fortunately  no  one 
was  hurt.  His  next  accident  occurred  in  the  winter 
of  1875,  when  his  engine  was  thrown  off  the  track  by  a 
snow  plow  breaking  down  in  going  through  a  snow- 
drift near  Gainsville.  The  engine  was  thrown  down 
the  embankment,  and  turned  completely  over,  but  the 
only  persons  hurt  were  two  brakemen,  who  were  help- 
ing the  fireman  at  the  time. 


the  experiences  encountered.  Born  in  Maidstone,  Eng- 
land, on  July  4,  1854,  he  came  to  this  country  when 
he  was  14  years  of  age,  having  worked  as  a  butcher 
some  time  previous  to  this.  On  arriving  in  the  United 
States  he  went  west  and  broke  horses  for  a  while,  and 
then  engaged  in  various  pursuits  while  traveling  about 
"seeing  the  country,"  his  ramblings  taking  in  nearly  the 
entire  United  States.  In  1874  he  landed  in  Hornells- 
ville and  worked  in  a  meat  market,  and,  liking  the 
neighborhood,  settled  down.  In  1878  he  began  on  the 
Erie  first  as  a  fireman  on  the  night  boilers,  and  later 
was  promoted  to  fireman  on  the  road.  He  was  given 
an  engine  in  1884,  since  which  time  he  has  run  in  the 
Hornellsville  yards,  preferring  that  to  road  service. 
Mr.  Woodard  was  married  in  November,  1876,  to  Miss 
Augusta  Guyser.  of  Buffalo,  and  they  have  one  son, 
George  C,  assistant  engineer  on  the  Allegheny  Di- 
vision. Mr.  Woodard  is  one  of  the  city's  best  citi- 
zens, and  by  his  thrift  and  economy  has  amassed  con- 
siderable property. 


CHARLES  WOODARD, 

Hornellsville,  New  York. 

Charles   Woodard   is    one   of    those    men    who   have 
knocked  about  the  country  a  great  deal  and  profited  by 


JOHN   H.   WOODS, 
Port  Jervis,  New  Y'ork. 

.Among  those  who,  like  the  fighting  69th,  were  "the 
first  in  the  fight  and  the  last  to  leave  it,"  must  be 
counted  John  H.  Woods,  veteran  engineer,  veteran  in 
the  Brotherhood,  and  always  at  the  front  of  all  things 
concerning  the  well-being  of  his  fellow  engineers  and 
fellow  men.  He  comes  by  his  railroad  predilections 
very  naturally,  his  father,  Samuel  H.  Woods,  having 
been  an  engineer  on  the  Erie  before  him.  Born  at 
Pompton,  New  Jersey,  October  9,  1839,  he  began  his 
railroad  service  as  an  apprentice  in  the  shops  at  the 
age  of  18.  remaining  in  the  employ  of  the  Erie  until 
October,  1858,  when  (his  father  going  into  the  ser- 
vice of  the  Delaware,  Lackawanna  &  Western)  he 
went  to  the  D.,  L.  &  W.  shops  at  Scranton,  and  in 
1859  began  firing  on  that  road,  and  after  six  months 
was  promoted  to  the  charge  of  an  engine  there,  re- 
maining until  1863,  in  September  of  which  year  he  en- 
tered the  ranks  of  Erie  engineers  and  pulled  freight 
up  to  February,  1866,  from  which  time  and  until  Feb- 
ruary II.  1869,  he  was  on  the  Lackawanna  &  Blooms- 
burg  Railroad,  and  in  the  service  of  other  roads  as 
engineer.  Returning  to  Port  Jervis  at  the  latter  date 
he  again  entered  the  service  of  the  Erie,  where  he  has 
since  continuously  remained,  and  since  1887  has  had 
No.  10  eastbound  and  No.  5  westbound,  between  Jer- 
sey City  and  Port  Jervis.  During  all  these  years  Mr. 
Woods  has  escaped  serious  injury  except  upon  one 
occasion,  this  being  on  the  night  of  May  10,  1878, 
when  on  his  eastbound  run  his  engine  was  thrown  in 
the  ditch  by  obstructions  wilfully  placed  on  the  track, 
and   went  down   a   30-foot   embankment,   he,   together 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


567 


with  his  fireman  and  brakcman.  barely  saving  their 
hves  by  jumping,  but  unfortunately  in  so  doing  Mr. 
Woods'  leg  was  broken,  and  he  was  kept  from  his 
duties  for  six  months  in  consequence.  In  1864  Mr. 
Woods  identified  himself  with  the  Brotherhood  of  Lo- 
comotive Engineers,  and  his  actions  in  all  matters  re- 
lating to  the  best  interests  of  his  fellow  engineers  have 
always  been  such  as  to  well  warrant  the  reputation  he 
bears — that  of  being  one  of  its  most  level-headed  ad- 
visers. Fully  recognizing  this,  his  brother  members  in 
1888  elected  him  First  Assistant  Engineer  of  his  di- 
vision, No.  54,  of  Port  Jervis,  which  position  he  filled 
to  perfect  satisfaction  until  l8g6,  when  he  was  elevated 
to  the  station  of  Chief  Engineer,  serving  in  that  ca- 
pacity until  1898,  in  the  meantime  representing  his  di- 
vision as  delegate  to  the  Ottawa  Convention.  Mr. 
Woods  was  an  earnest  worker  in  the  affair  of  the  "E. 
B.  Thomas,"  serving  as  secretary  of  the  association, 
and  giving  freely  of  his  time  and  services  to  the  enter- 
prise, elsewhere  fully  gone  into  in  this  volume.  In 
i860,  at  Scranton,  Pennsylvania.  Mr.  Woods  wedded 
Miss  Sarah  Hetherby,  and  they  now  reside  in  their 
own  home  at  Port  Jervis.  They  have  had  two  daugh- 
ters and  one  son,  one  of  the  daughters  being 
now  !Mrs.  E.  V.  Swinton.  of  Port  Jervis,  and  the 
son  residing  at  home  with  his  parents.  While 
taking  the  interest  of  the  intelligent  American 
citizen  in  the  affairs  of  the  day,  Mr.  Woods 
(to  use  his  own  words)  has  "never  troubled  politics," 
having  no  ambitions  looking  toward  political  prefer- 
ment. Indeed,  his  life  is  bound  up  in  his  home,  his 
work,  and  in  the  promotion  of  the  best  good  of  his 
fellow-workers.  It  is  men  of  his  class  who  make  the 
American  locomotive  engineers  the  representative  and 
respected  body  they  have   ever  been. 


JAMES  H.  WOOD, 

Jersey  City,  New  Jersey. 

Born  in  Bordentown,  New  Jersey,  in  1833,  Mr. 
Wood's  recollection  goes  back  to  the  time  when  an  en- 
gine was  broken  into  three  pieces  in  order  to  be  turned 
on  the  turn  table.  Indeed,  his  father  (yet  living  at  the 
age  of  89)  is  to-day  the  oldest  living  locomotive  en- 
gineer in  America,  and  so  far  back  does  his  service 
go  that  he  was  the  engineer  at  one  time  of  the  famous 
"John  Bull"  on  the  Camden  &  Aniboy.  Mr.  Wood's 
railroad  career  dates  from  1847,  and  he  begun  as  a 
wood  passer,  in  the  days  when  there  were  two  firemen, 
and  after  four  or  five  months  went  to  firing  for  his 
father,  who  was  then  building  a  line  from  Paterson  to 
Suflfern.  and  after  completion  of  the  road  continued 
firing  for  his  father  until  1850,  receiving  for  his  services 
the  magnificent  stipend  of  $15  per  month.  In  1850  he 
went  to  the  New  Jersey  Transportation  Company  for 


$30,  remaining  there  till   1854,  then  going  to  ihe  Erie 
till  1856;  then,  after  another  year  firing  on  the  N.  J.  T. 
Company,   he   was  there  promoted  to  engineer  at  $45 
per  month,   running  twice   a   day   to   Newark,   making 
thirty-si.x    miles   a   day.      Tiring   of   the   $45   a    month 
part  of  it  he  went  back  to   firing  for  his  father.     He 
fired   the   John    Bull    in    1858,   using   wood   ten   inches 
long.     Had  to   get   down   on  his  knees  forty  or  fifty 
minutes  to  run  six  miles.    Used  to  jack  up  engine  and 
saw  wood  with  her  between  train  times.     After  four 
months  firing  and  pulling  extra  passenger,  he  quit  the 
road  on  account  of  the  small   wages,   and  then,  after 
refusing  a  job  at  Scranton,  he  went  to  work  with  the 
Camden    &   Atlantic   Railroad,    running   a   wood   train 
between    Camden   and   Atlantic    City;     but     after    six 
months,  the  force  being  reduced  in  the  fall  season,  he 
went   back  to  firing  for  his  father  once  more   on  the 
N.  J.  T.,   remaining  until  the  summer  of  1859,  when, 
his   father   becoming  master   mechanic  of  the   Raritan 
&   Delaware,    he   became   an    engineer   on   that    road, 
staying  until  the  road  was  built  to  Long  Branch,   in 
the  summer  of  1863.     He  then  went  to  the  old  Pitts- 
burg,   Washington    &    Baltimore    Railroad,    where    he 
ran  "all  kinds  of  trains,"  having,  while  there,  two  bad 
accidents,   one   of  them   being   an   occasion   when,  the 
lights   being  wrong  and  the  signal   right,   the  engine 
plunged  into  an  open  draw  into  fifteen  feet  of  water, 
throwing   a   carload   of  peaches   on   top   of  the  boiler. 
Mr.  Wood  crawled  out  from  under  the  forward  truck, 
the    hair   being   scalded    off   his   head,    his    hands   and 
neck  cut,  and  having  severe  injuries  in  the  groin,  be- 
sides a  bad  cut  over  his  eye,     necessitating  the  appli- 
cation  of   a   block   in   his   back,    twelve   knives   in   his 
spine,  the  same  number  of  vacuum  cups  and  dry  cups, 
besides  twenty-five  leeches  to  his  head.     After  recov- 
ering  from   his    injuries    he   was   for   a   short    time   at 
Havre   de   Grace,   running   a  stationary   engine;   then, 
after    running   a    pile-driver    for    four    months    at    the 
Long   Bridge   at   Washington,   he   took   a   branch   run 
between  Warrenton  and  Warrenton  Junction,  making 
the  trip  twice  a  day.     Coming  over  the  road  one  day 
with    fourteen    loads    of    rations,    the    rebels    threw    a 
switch  and   turned  the   engine   over   into   a   hole   fifty 
feet  deep,   the   fireman  being  thrown  forty  feet.     Mr. 
Wood  got  out,  the  furnace  being  full  of  wood  out  of 
the  tender.      Following  this,   and  after  a   hospital   ex- 
perience  in  Alexandria,   Mr.   Wood  came,   in   1867,  to 
the  Erie  and  again  ran  all  kinds  of  trains  and  engines, 
part  hard   coal  and   part   soft   coal,   till    1872,   when   he 
went   to  the   New   York   Midland,   passing  from   there 
to  the  New  York  Central,  at  Thirty-first  street.   New 
York  City,   nights,  but  preferring  day  work  he  came 
back  in  the  same  year  to  the  Erie,  where  he  ran  on 
the  road  until  1880,  since  which  time  he  has  been  con- 
tinuously   employed    switching    in    the     Jersey      City 


568 


ERIE    RAILWAY    EDITION. 


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JAMES  H.   WOOD. 


HERBERT   S.    WOOD. 


AJilERICAN    LOCOMOTIVE    ENGINEERS. 


569 


yards.  Mr.  Wood  was  married  in  January,  1858,  to 
Miss  Anna  Banta,  at  Jersey  City,  and  their  two  sons 
are  now,  one  in  Brooklyn  and  one  on  the  New  Jersey 
Central,  following  out  the  railroad  instincts  of  their 
race.  A  member  of  the  B.  of  L.  E.  since  1868,  Mr. 
Wood  is  also  a  Knight  Templar.  He  has  never  in- 
terested himself  in  politics,  and  in  religious  matters  is 
inclined  to  the  Methodist  belief. 


HERBERT  S.   WOOD, 
Susquehanna,  Pennsylvania. 

Herbert  S.  Wood  was  born  in  New  York  City, 
March  24,  1842.  His  father  was  Lewis  Wood,  a 
prominent  railroad  contractor  of  New  York.  Mr. 
Wood  left  school  at  the  age  of  19  and  accepted  a  posi- 
tion with  the  Western  Union  Telegraph  Company,  and 
while  with  them  assisted  in  the  construction  of  a  line 
between  New  York  and  Buffalo.  In  1866  he  accepted 
a  position  with  the  Erie  as  baggage  master  and  later 
as  clerk  in  the  Hancock  freight  house.  He  was  trans- 
ferred to  the  motive  department  in  1868,  and  for 
seven  years  fired  between  Carbondale  and  Susque- 
hanna, two  years  of  which  time  was  on  passenger. 
He  was  promoted  to  engineer  in  December,  1875,  and 
for  seventeen  years  ran  freight  on  the  Jefferson  and 
Delaware  Divisions.  Being  a  trusted  and  efficient 
engineer,  he  was  advanced  to  passenger  seven  years 
ago  and  given  the  run  between  Carbondale  and  Bing- 
hamton,  which  he  still. has.  Mr.  Wood  was  married 
January  9,  1867,  to  Miss  Elizabeth  Vernold,  daughter 
of  John  Vernold,  a  substantial  farmer  of  Delaware 
County,  New  York.  They  have  one  child,  John  L., 
25  years  of  age.  a  professional  musician  of  talent. 
Mrs.  Wood  is  a  leader  in  society  and  a  member  of 
the  Ladies'  Auxiliary  to  the  B.  of  L.  E.  Mr.  Wood  is 
one  of  Susquehanna's  honored  citizens  and  is  highly 
respected  by  his  fellow  workmen  and  his  superiors. 
He  is  a  member  of  Atlantic  Lodge  No.  452,  K.  of 
P.,  and  Starrucca  Lodge  No.  137,  B.  of  L.  E.,  of 
which  he  was  First  Assistant  Engineer  for  three  years. 


WILLIAM  L.  WRIGHT, 
Dayton,   Ohio. 

William  L.  Wright,  who  is  one  of  the  runners  on 
the  Wells-Fargo  Express  of  the  Cincinnati  Division, 
is  n  man  who  commands  the  respect  of  all,  both  as 
an  engineer  and  a  man.  The  thirty-five  years  he  has 
been  in  the  employ  of  the  Erie  has  but  proved  his 
worth  and  given  him  an  opportunity  to  establish  a 
record  as  one  of  the  best  engineers  in  the  service.    He 


was  born  in  Dayton,  Ohio,  August  6,  1843,  and  was 
the  son  of  John  Wright,  a  merchant  of  that  place. 
He  secured  a  fine  common  school  education,  having 
attended  school  until  he  was  18  years  of  age.  He 
then  learned  telegraphy  at  Pittsburg,  and  for  two  years 
was  operator  on  the  Cleveland  &  Pittsburg  at  Pitts- 
burg. In  1863  he  quit  telegraphy  and  accepted  a  posi- 
tion as  fireman  on  the  Oil  Creek  Railroad.  He  ran 
between  Titusville  and  Cory,  Pennsylvania,  for  a 
year,  and  then  went  to  Richmond.  Ohio,  where  he 
was  given  a  similar  position  on  the  Erie.  A  year 
later,  in  June,  1865,  he  was  promoted  to  engineer  and 
since  then  his  advance  has  been  continuous  until  now 
lie  has  a  run  on  one  of  the  most  important  trains 
on  the  road.  On  December  26,  1864,  he  was  married 
to  Miss  Mary  J.  McCune,  daughter  of  Henry  McCune, 
a  blacksmith  of  Pittsburg".  They  have  a  family  of 
five  grown  children,  whose  standing  in  life  and  stand- 
ard of  intelligence  reflect  high  credit  upon  the  pa- 
rents. Edward  Boalt  Wright,  the  eldest,  is  30  years 
of  age,  and  is  trainmaster  on  the  D.  &  I.  Division  of 
the  Cincinnati,  Hamilton  &  Dayton;  John  M.,  aged 
27,  is  train  dispatcher  at  Dayton;  Walter  L.,  is  a  pop- 
ular dentist  of  Dayton;  Mary  E.,  aged  20,  is  a  gradu- 
ate of  Dayton  High  school;  William  H.,  aged  18,  is  a 
clerk  in  the  National  Cash  Register  Works.  Mr. 
Wright  is  an  influential  citizen  of  Dayton,  and  is  a 
member  of  American  Mechanics'  Senior  and  Junior 
Orders;  Knights  of  Honor;  of  Dayton  Lodge  No.  147, 
F.   &  A.   M.  

CHARLES   E.   WYMAN, 

Huntington,    Indiana. 

Charles  E.  Wyman  is  one  of  the  Erie's  oldest  and 
best  freight  engineers.  He  was  born  in  Allegheny 
County,  New  York,  March  13.  1855.  His  father. 
Alonza  P.  Wyman,  who  was  an  employe  of  the  car  de- 
partment of  the  Erie,  enlisted  in  the  72d  New  York 
Volunteers  for  service  during  the  War  of  the  Re- 
bellion. He  was  honorably  discharged  after  meritori- 
ous service,  and  is  now  living  in  Hamilton,  Ontario, 
where  he  is  a  member  of  G.  A.  R.  Post.  Mr.  Wyman 
attended  school  until  he  was  16  years  of  age,  and 
then  entered  the  Erie  machine  shops  as  an  apprentice 
under  Master  Mechanic  Gunn  at  Salamanca.  He  also 
worked  a  while  in  the  shops  at  Hornellsville  under 
Master  Mechanic  Cooper.  After  working  twelve 
years  as  a  competent  machinist,  he  secured  a  posi- 
tion as  fireman  on  the  Chicago  &  Atlantic  Railroad 
under  Master  Mechanic  Ackley.  After  firing  three 
years  with  credit  he  was  promoted  to  engineer,  and 
for  the  past  fourteen  years  has  run  freight  between 
Chicago  and  Huntington,  with  occasional  extra  pas- 
senger  duty.      He    enjoys   the    confidence   of   the    ofti- 


570 


ERIE    RAILWAY    EDITION. 


cials  of  his  division  and  has  often  been  the  recipient 
of  verbal  thanks  for  his  efficient  work.  He  was  mar- 
ried in  October,  1885,  and  is  a  member  of  B.  of  L.  E., 
Division  No.  221;  the  Royal  Arcanum,  and  K.  of  P. 
Lodge  No.  93  of  Himtington.  He  has  a  pretty  home 
on  High  street  and  he  and  his  estimable  wife  are 
highly  regarded  by  their  host  of  acquaintances. 


JOSEPH   YORK, 

(Deceased.) 

Meadville,    Pennsylvania. 

Born  in  West  Henrietta,  Monroe  County,  New 
York,  January  14,  1819,  Joseph  York  was  one  of  the 
oldest  and  best  known  engineers  in  the  country.  He 
began  his  railroad  career  with  the  Baltimore  &  Ohio 
back  in  the  days  when  railroads  were  much  of  a  nov- 
elty, and  after  running  an  engine  a  number  of  years 
resigned  to  enter  the  lumber  business  with  his  broth- 
er-in-law, Sanford  F.  Holbrook.  They  also  engaged 
in  rafting  logs  on  the  Ohio  River,  and  when  the  firm 
dissolved  partnership  Mr.  York  went  to  Kentucky, 
where  he  continued  in  the  lumber  business.  His  ad- 
venture not  proving  successful  he  returned  to  New 
York,  where  he  took  service  with  the  Erie,  but  soon 
lost  his  position  through  a  strike.  He  then  went  to 
the  Michigan  Southern  Railroad,  and  from  there  to  the 
Delaware.  Lackawanna  &  Western.  When  the  At- 
lantic &  Great  Western  was  built  he  went  to  Mead- 
ville and  engaged  with  them,  remaining  with  the  road 
until  his  death  on  July  5,  1893.  At  the  World's  Fair 
in  Chicago  he  had  charge  of  the  "grasshopper"  en- 
gine which  he  ran  on  the  B.  &  O.  nearly  sixty  years 


prior.  It  was  while  in  Chicago  that  he  contracted  the 
illness  that  resulted  in  his  death.  He  was  married  to 
Miss  Juliett  Holbrook  of  Monroe  County,  New  York, 
who  is  still  living  in  Meadville,  respected  by  her  large 
circle  of  friends. 


J.  P.  YOUNG, 
Corning,  New  York. 

J.  P.  Young  was  born  near  Ithaca,  New  York,  on 
May  20,  1843,  his  family  being  among  the  early  set- 
tlers of  Otsego  County.  He  began  his  railroad  career 
in  1864  on  the  Fall  Brook  Railroad,  and  in  four  months 
he  broke,  fired  and  was  running  an  engine,  one  of 
the  quickest  records  of  promotion  ever  made.  On 
January  S,  1865,  he  began  to  fire  on  the  Susquehanna 
Division  of  the  Erie,  and  while  firing  extra  had  a  nar- 
row escape.  He  was  ready  to  go  out  as  a  substitute, 
when  the  fireman  concluded  to  go  himself.  A  w'reck 
occurred  on  the  trip  in  which  both  the  engineer  and 
fireman  were  killed.  !Mr.  Young  was  promoted  to 
engineer  in  1869,  and  has  advanced  in  importance  of 
his  duties  until  now  he  has  a  run  on  the  fast  vestibule 
trains  5  and  8.  He  enlisted  in  the  ist  New  York  In- 
fantry on  December  23,  1863,  and  served  until  May 
25,  1865,  being  in  several  important  engagements,  but 
escaping  injury.  Mr.  Young  was  married  on  Decem- 
ber 23.  1873,  to  Miss  Alice  Perkins  of  Vermont,  and 
they  have  two  children,  Ray  and  Flora.  Mr.  Young 
is  a  Mason  and  a  Red  Man.  He  had  $625  worth  of 
stock  in  the  499,  and  is  preparing  a  record  of  service 
of  that  now  famous  engine,  which  will  be  interesting 
to  all  engineers  of  the  Erie. 


#^ 


MASTER -MECHANICS'  SKETCHES  AM)  POKTKAITS. 


JOHN    G.    M'LAREN, 
Huntington,   Indiana. 

Master  Mechanic. 

There  is  room  at  the  top  in  every  trade  and  profes- 
sion, and  it  is  reached  only  after  years  of  painstaking 
efifort  and  thoroii,gh  competency  in  every  branch  of 
the  work  that  leads  up  to  such  a  position.  If  a  boy 
expects  to  reach  the  highest  rank  in  his  chosen  call- 
ing he  must  make  the  start  by  being  thorough  at  the 
outset  of  his  career,  and  that  is  just  what  was  done 
by  John  G.  McLaren,  who  was  born  in  Toronto,  Can- 
ada, on  September  lo,  1862,  His  father  was  Daniel 
jNIcLaren,  a  prominent  drj'-goods  merchant  of  St. 
Marys,  Ontario.  He  attended  school  until  he  was  15 
years  of  age,  and  by  diligent  study  and  close  applica- 
tion secured  a  first-class  common-school  education. 
After  leaving  school  he  worked  for  a  short  time  as 
clerk  in  a  grocery  store,  but  his  inclinations  were  not 
of  a  commercial  nature,  and  he  was  just  filling  in  the 
time  until  an  opening  would  come  in  the  line  of  work 
that  appealed  to  him  most  strongly.  It  was  not  long 
before  the  desired  opportnnity  came,  and  he  entered 
the  employ  of  the  Great  Western  Railroad  at  Hamil- 
ton, Ontario,  as  an  apprentice  in  the  machine  shops. 
His  natural  ability  in  the  mechanical  line  rapidly 
pushed  him  to  the  front,  and  in  four  years'  time  he 
was  declared  to  be  one  of  the  best  machinists  on  the 
line.  It  was  then  he  received  a  flattering  offer  from 
the  Otis  Machine  Works  of  Cleveland.  Ohio,  which  he 
accepted.  He  w-as  given  the  important  duty  of  testing 
machinery  for  the  United  States  Government,  and 
also  for  the  Otis  works.  The  fame  of  a  thoroughly 
competent  man  travels  rapidly,  and  Mr.  ^IcLaren  soon 
had  an  offer  from  the  Chicago  &  Grand  Trunk  for 
acceptance  or  rejection.  He  decided  to  accept,  and 
for  the  next  two  years  worked  in  the  Grand  Trunk's 
machine  shops  at  Chicago.  In  1885  Master  Mechanic 
Joehan  secured  his  services  for  the  Erie,  and  assigned 
him  to  the  Fifty-first  street  roundhouse  at  Chicago. 
For  thirteen  years  Mr.  McLaren  was  foreman  of  the 
machine  shops  and  was  also  engine  dispatcher  at  Chi- 
cago, and  then  he  was  promoted  to  general  foreman. 
He  did  not  hold  this  place  long,  for  the  company  was 
in  need  of  his  services  in  a  higher  position,  and  in 
January.  i8gg,  he  was  promoted  to  one  of  the  highest 


pUices^Master  Mechanic  of  the  Erie  Railroad  with 
headquarters  at  Huntington.  One  of  the  most  pleas- 
ing features  connected  with  Mr.  McLaren's  high  po- 
sition is  the  fact  that  he  is  universally  liked.  En- 
gineers, firemen,  trainmen,  shopmen,  all  unite  in  his 
praise;  while  it  is  of  course  needless  to  remark  that 
the  officials  of  the  road  have  the  highest  faith  in  his 
ability.  He  was  married  October  15.  1894.  to  Miss 
!Mary  Gravell,  daughter  cf  Benjamin  Gravell,  a  black- 
smith in  the  shops  of  the  Chicago,  Rock  Island  & 
Pacific  at  Chicago.  Mrs.  McLaren  is  a  member  of  the 
Eastern  Star  and  holds  a  subordinate  office  in  that 
order.  She  is  very  socially  inclined,  and  is  a  very 
popular  lady  in  Huntington's  social  circles.  Mr.  Mc- 
Laren takes  a  deep  interest  in  secret  societies  and  de- 
votes much  of  his  spare  time  to  the  various  orders  to 
which  he  belongs.  Among  these  are  Star  of  the  East 
Lodge,  A.  O.  U.  W..  Chicago;  Mystic  Star  Lodge 
No.  758.  F.  &.  .•\.  M.;  Delta  Chapter  No.  191;  Tem- 
ple Council  No.  58;  Englewood  Commandery  No.  59; 
Mcdinah  Temple  No.  59;  Ancient  Arabian  Order  of 
Mystic  Shriners.  Mr.  McLaren  is  highly  respected  by 
all  who  know  him,  and  is  an  influential  citizen  of 
Huntington. 


A.   W.   BALL. 

Gallon,  Ohio. 

Master  Mechanic. 

Few  men  can  look  bacK  on  forty-seven  years  of 
continuous  honorable  railroad  service,  yet  such  is  the 
enviable  privilege  of  A.  W.  Ball.  He  was  born  July 
15,  1840,  and  when  12  years  of  age  began  his  rail- 
road career  as  an  apprentice  in  the  Cleveland  &  Pitts- 
burg shops  at  Cleveland,  Ohio.  At  the  age  of  14  he 
began  his  active  railroad  experience  as  fireman  on  the 
old  Slater  engine  on  the  C.  &  P.,  and  at  the  age  of 
18  he  was  promoted  to  engineer,  since  which  time  be 
has  spent  thirty  years  of  his  life  at  the  throttle.  From 
the  C.  &  P.  he  went  to  the  old  Atlantic  &  Great  West- 
ern in  1863,  and  in  1864  he  pulled  the  first  through  pas- 
senger train  on  that  road.  It  was  also  the  first 
through  train  run  from  New  York  to  St.  Louis  on 
broad  gauge.  J.  M.  Dando,  now  one  of  the  oldest 
Erie   engineers  and   still  in   service,   was   the   fireman. 


.571 


572 


ERIE    RAILWAY    EDITION. 


1 

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JOHN    G.    I.ltLAP.EN. 


A.    W.    BALL. 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


573 


The    engine    was    the    "James    McHenry,"    named    in 
honor  of  the  promoter  of  the  road.     Elsewhere  in  this 
book  will  be  found  a  picture  of  this  train  and  the  old 
depot    and    McHenr}'    house    at    Meadville,    Pennsyl- 
vania.    The  occasion  when  the  picture  was  taken  was 
at  a  reception  held  in  honor  of  Mr.  McHenry  for  his 
efforts  in  promoting  the  road.    On  March  lo,  1862,  Mr. 
Ball's    engine,    named    the    "Hanover,"    blew    up    at 
Hanover    Station,    Ohio,    C.    &   P.    R.    R.,   killing   his 
fireman   and   a   brakeman,   and   totally   destroying   the 
locomotive.      Mr.    Ball    was   three   months    recovering 
from    this    accident,    and    his    escape   from    death   was 
miraculous.      Mr.    Ball's   rule   throughout   his   railroad 
life   has  been   "orders   first."     Habit   is  stronger  than 
will;     and   the   habit   of  constantly   bearing   orders   in 
mind   will   insure  against   forgetting  them.     This   rule 
will    make    the    success   of   any    capable    railroad    man 
who  will  follow  it.     In  April,  1871,  he  was  promoted  to 
engine  dispatcher,  a  position  he  held  until  September, 
1883,  when  he  returned  to  active  duty  as  locomotive 
engineer.     The  company  had  need  of  his  ability  in  a 
more   important   position,    and   in    1887   he   was   made 
road  foreman  or  traveling  engineer.     For  six  months 
he  had  charge  of  the  road  from  Kent  to  Dayton,  and 
for  six  months  more  from  Salamanca  to  Dayton,  and  in 
November,  1888,  he  was  further  honored  by  promotion 
to   Master  Mechanic   of  the   Cincinnati   Division   with 
headquarters    at    Gallon.     This   position    he    has    held 
with   credit   to   himself,   fidelity   to   his  employers  and 
justice  to  those  under  him  for  eleven  years.     Mr.  Ball 
has  many  letters  of  recommendation  received  at  vari- 
ous times  as  testimonials  of  the  high  regard  in  which 
he  is  held  by  his  superiors.    Two  of  these  letters  which 
commend  his  ability  and  integrity  in  the  highest  mark 
are  prized  highly  by  Mr.   Ball  as  they  were  received 
years   ago   when   he   was   a   young   engineer.      One   is 
dated  Cleveland,  Ohio,  M?rch  23,  1863,  and  was  writ- 
ten by  J.  Hovey,  Master  Mechanic  of  the  Cleveland  & 
Pittsburg  Railroad.     The  other  was  written  in  Mead- 
ville. Pennsylvania,  March  4,  1866,  by  Frank  W.  Cum- 
mings,  ■  Superintendent   of   Locomotives   and   Car   De- 
partment of  the  A.  &  G.  \V.     Mr.  Ball  was  married  in 
October.  1864,  to  Miss  Mary  E.  McFadden,  of  Mead- 
ville, Pennsylvania.     He  has  three  children  living  and 
one  dead.     G.  W.   Ball,  a  son,  is  an  engineer  on  the 
Chicago   &  Alton,   running  between   Kansas  City  and 
Slater.     Mr.  Ball  is  an  honorary  member  of  the  B.  of 
L.  E.,  Division  16,  and  is  a  charter  member  of  Gallon 
Lodge  No.  414,  F.  &  A.  M.     He  joined  the  Masonic 
order  in  Ravenna,  Ohio,  Lodge  No.  12,  in  1863.     Mr. 
Ball  is  one  of  Gallon's  most  substantial  and  respected 
citizens  and  his  home  is  at  608  South  Union  Street. 


FRANK  JOHNSON, 
Cleveland,  Ohio. 

Master  Mechanic. 

Frank    Johnson,    the    Erie's    efficient    Master    Me- 
chanic at   Cleveland,   is  a  machinist  of  varied  experi- 
ence, and   results  testify  that  his  many  changes  have 
been  of  vast  good  to  him.  his  ideas  becoming  broad- 
ened by  personal  contact  with  the  various  systems  in 
vogue  on  different  roads,  thereby  fitting  him  to  han- 
dle so  ably  a  division  of  a  great  road  like  the  Erie. 
He  was  born  in  New  Philadelphia,  Ohio,  December  11, 
]86i,  and  attended  school  in  the  excellent  schools  of 
that  city  until  he  was  17  years  of  age.     He  then  went 
to  work  in  Sharp   &  Sons'  machine  shop  and  served 
a   three  years'   apprenticeship.     On   leaving  their  em- 
ploy he  went  to  Lorain,  Ohio,  where  for  a  year  and  a 
half  he  worked  in  the  Cleveland,  Lorain  &  Wheeling 
shops  under  instruction.     Having  finished  his  trade  he 
went  to  Omaha,  Nebraska,  and  worked  there  a  short 
time,   then   going   on   to   Cheyenne,   Wyoming,   where 
he  entered  the  employ  of  the  Union  Pacific.     He  was 
transferred    to    Laramie    City,    Wyoming,    where    he 
remained  three  months,  resigning  to  go  to  San  Fran- 
cisco,   where   he    was   employed   by     the     Union    Iron 
Works.     Four  months  later  work  became  slack  and  he 
was  laid  off.     At  Sacramento,  California,  he  worked  a 
year    for    the    Central    Pacific    Railroad,    resigning    to 
come    east.      He    was    then    employed    by    the    "Pan 
Handle"   at   Dennison,   Ohio,   for  eighteen  months,   at 
the  end  of  which  time  he  resigned  and  went  to  Little 
Rock,  Arkansas,  where  he  was  engaged   by  the  Iron 
Mountain.      While    at    this    place    he    was    taken    sick 
and  left  for  Memphis,  Tennessee,  where  on  recovering 
he  secured  a  position  with  the  Memphis  &  Little  Rock 
Railroad.     After  four  months  he  came  north,  and  for 
three   months   worked  for  the  "Nickel  Plate"  at  Con- 
ncaut,  Ohio.     On  April  9.   1888,  he  went  to  Meadville 
to  work  in  the  Erie  shops  as  a  skilled  machinist.     He 
served   in  this  capacity  for  three  months  on  the  floor 
of  the   erecting  department  and   was  then   transferred 
to   the   air   brake   department,   where  he   remained   for 
about   three  years.     He   was   then   promoted  to   gang 
foreman   lor    a    period    of   four   years,    at   the   end   of 
which   time   he   was   again   promoted  to   general   fore- 
man.    Two  years  later,  in  August,   1898,  he  was  pro- 
moted to  Master  Mechanic,  and  transferred  to  Cleve- 
land, where  he  has  remained  ever  since.     Mr.  Johnson 
has  the   esteem  and  well  wishes  of  the  large   number 
of   men   who   are   under    his   direction,    a    fact  that   is 
highly  gratifying  to   him.     On  June  28,    1888,  he  was 
united  in  marriage  to  Miss  Lena  Eis,  an  accomplished 
young    lady    of   Uhricksville,    Ohio.      This    highly    es- 
timable   couple    reside   in   a   pleasant   home   on    Kins- 


574 


|':kif,  railway  edition. 


KKAXK    junxsux. 


WILLARD    KELLS. 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


575 


man  street,  and  are  favorites  in  social  circles  of  Cleve- 
land. 


WILLARD    KELLS. 

Meadville,  Pennsylvania. 

Master  Mechanic. 

A  quiet  and  unassuming  man  who  possesses  the 
happy  faculty  of  making  friends  of  all  is  Willard  Kells, 
Master  Mechanic  at  Meadville.  He  was  born  in  the 
railroad  city  of  Dennison,  Ohio,  February  4.  1868, 
and  received  his  education  in  the  public  and  high 
schools  of  Cleveland,  Ohio.  His  father,  Ross  Kells. 
who  was  Superintendent  of  Motive  Power  of  the  Erie, 
lived  in  New  York  City  at  the  time  of  his  death  in 
March,  1892.  The  young  man  began  his  railroad  ca- 
reer as  an  apprentice  in  the  drawing  room  of  the 
New  York,  Pennsylvania  &  Ohio  at  Cleveland  in 
March,  1888,  and  after  spending  ten  months  there  went 
tu  Susquehanna,  Pennsylvania,  where  he  completed 
his  apprenticeship  as  a  mechanical  draughtsman.  He 
then  started  in  the  machine  shop  as  an  apprentice  to 
acquire  a  practical  knowledge  of  machinery,  and  in 
May,  1892,  was  transferred  to  Jleadville  as  gang  fore- 
man in  the  machine  shops.  A  year  and  a  half  later  his 
ability  won  him  promotion  to  the  position  of  general 
foreman,  which  he  held  f.ntil  January,  1896,  when  he 
was  further  promoted  to  Master  Mechanic  at  Cleve- 
land, Ohio.  In  August,  1898,  he  was  transferred  to 
Huntington,  Indiana,  as  Master  Mechanic  of  the  Chi- 
cago &  Erie  Railroad  and  in  February.  1899,  he  was 
sent  to  Meadville,  and  placed  in  charge  of  the  large 
shops  of  the  Erie  at  that  place.  Mr.  Kells  is  a  young 
man  but  his  entire  fitness  for  the  high  position  he 
holds  is  unquestioned,  he  having  made  his  own  way  up 
from  an  apprentice  by  his  ability  to  handle  the  work 
the  company-  entrusted  to  hiin,  and  his  popularity  with 
the  oliicials  and  employes  can  be  but  a  source  of 
gratification  to  all.  He  is  a  member  of  Iris  Lodge 
No.  229.  F.  &.  A.  M.,  of  Cle\-eland;  Cleveland  Chap- 
ter No.  148;  Holyrood  Commandery  No.  32;  Cleve- 
land Council  No.  36:  Lake  Erie  Consistory  of  Scottish 
Rite  and  Al  Koran  Temple  of  the  Mystic  Shrine. 


ISAAC  BOND, 

Hornellsvillc,  New  York. 

Master  Mechanic. 

Isaac  Bond  was  born  in  Ireland  July  6,  1840,  and  re- 
ceived a  common  school  education  at  the  place  of  his 
birth.  He  began  life  as  a  thread  maker  in  the  linen 
mills    at    Guilford    Island,    and    then    worked    a    short 


time  at  the  machinist's  tiade.  In  i860  he  emigrated 
to  America  and  settled  at  Paterson,  New  Jersey,  where 
he  worked  three  years  in  a  millwright  works,  there 
finishing  his  trade  as  a  machinist  and  becoming  a  first- 
class  workman.  In  1864  he  entered  the  ser\-ice  of  the 
Erie  as  a  machinist  in  the  Susquehanna  shops,  and  in 
August,  1872,  he  was  promoted  to  gang  foreman.  In 
July.  1889.  he  was  made  general  foreman,  and  in 
November,  1892,  he  was  transferred  to  Hornellsville 
and  appointed  Master  Mechanic.  He  remained  there 
two  years,  being  advanced  to  Master  Mechanic  at 
Susquehanna  in  March,  1894,  which  place  he  held  until 
recently,  when  he  was  again  transferred  to  Hornells- 
ville. Mr.  Bond  is  one  of  the  most  competent  of  .the 
Erie's  officials  and  the  confidence  his  superiors  have  in 
liim  is  evidenced  by  his  being  in  control  of  one  of  the 
largest  shops  on  the  system  and  also  one  of  the  tnost 
important  divisions.  He  is  popular  with  those  who 
work  under  him,  and  makes  friends  of  all  by  his  just 
treatment  and  kindly  consideration  of  what  is  due  each 
employe.  When  he  left  Hornellsville  the  employes 
there  clubbed  together  and  presented  him  a  fine  gold 
watch  as  a  testimonial  of  their  appreciation  of  his 
qualities  as  a  Master  Mechanic.  He  was  married  in 
Paterson,  New  Jersey,  September  14,  1866,  to  Miss 
Margaret  B.  Farnie,  daughter  of  William  Farnie,  of 
Scotland.  They  have  two  children:  Margaret,  who  is 
married  and  residing  in  Susquehanna,  and  Henry, 
aged  20.  who  is  learning  the  machinist  trade.  Mrs. 
Bond  is  a  member  of  the  Order  of  the  Eastern  Stal", 
and  is  one  of  the  city's  prominent  society  ladies.  Mr. 
Bond  is  a  member  of  Canawacta  Lodge  No.  360,  F.  & 
A.  M.;  Susquehanna  Chapter  276;  St.  Andrew's  Com- 
mandery No.  76,  and  Irem  Teinple  of  Wilkesbarre, 
Pennsylvania. 


CHARLES  E.   FULLER, 

Susquehanna.  Pennsylvania. 

Master   i\Iechanic. 

The  present  Master  ]\Iechanic  of  the  Erie  at  Sus- 
quehanna is  Charles  E.  Fuller,  who  was  born  in  Terre 
Haute,  Indiana,  October  27,  1862.  His  father  was 
Charles  E.  Fuller,  Sr.,  Superintendent  of  Bridges  and 
Building  on  the  \'andalia  Railroad,  and  the  young 
man  early  manifested  an  inclination  for  railroad  work. 
He  graduated  from  the  Terre  Haute  High  School  at 
the  age  of  17,  and  while  attending  school  had  received 
private  instruction  in  mechanical  drawing.  After  leav- 
ing school  he  accepted  a  position  as  draughtsman  with 
the  Vandalia,  and  later  learned  the  machinist's  trade. 
He  was  then  promoted  to  foreman  in  the  \'andaha 
shops   at   Terre   Haute,   a   position   he    held    for   three 


576 


ERIE    RAILWAY    EDITION. 


ISAAC    BOND. 


he:nry  a.   cHir.DS. 


a.mp:rican  locomotive  engineers. 


B77 


years,  making  ten  years  lie  had  served  this  company  in 
different  capacities.  In  1889  he  resigned  to  accept  the 
position  of  general  foreman  of  the  Erie's  shops  at 
Hornellsville,  where  he  remained  nine  months,  being 
then  promoted  to  Master  Mechanic  of  the  New  Yoric 
Division  and  located  at  Jersej'  City.  He  resigned  Oc- 
tober JO,  1892.  and  accepted  the  position  of  Superin- 
tendent of  Motive  Power  for  the  Central  Vermont 
Railroad,  being  located  at  St.  Albans,  Vermont.  When 
Mr.  Fuller  left  the  Erie,  every  employe  under  his 
jurisdiction,  from  engineer  to  call  boy,  united  in  pre- 
senting him  with  a  unique  souvenir  of  their  appre- 
ciation of  his  qualities  as  a  man  and  as  a  Master 
Mechanic.  This  was  a  special  book  in  which  were 
written  the  personal  autographs  of  all  the  employes  of 
the  New  York  Division,  and  it  is  a  memento  which  is 
prized  very  h'ghly  by  Mr.  Fuller.  It  was  presented  to 
him  in  the  B.  of  L.  E.  room  at  Jersey  City  in  October, 
1892,  by  engineer  Edward  Kent,  in  the  presence  of  a 
large  number  of  the  donors.  Mr.  Fuller  remained  with 
the  Central  X'ermont  until  January  i,  1900,  on  w^hich 
(late  he  resigned  to  return  to  the  Erie  as  Assistant 
Master  Mechanic  of  the  Susquehanna  shops.  On 
January  15,  IQOO.  he  was  promoted  to  Master  Mechanic 
at  Susquehanna,  which  is  one  of  the  most  responsible 
places  in  the  mechanical  department  of  the  Erie.  Mr. 
Fuller  was  married  November  29,  1888,  to  Miss  Mattic 
E.  Surrell,  daughter  of  Lemuel  Surrell,  a  prominent 
hardware  and  stove  dealer  of  Terre  Haute.  They  have 
three  children:  Harry,  aged  8  years;  Mary,  3  years, 
and  the  bahy,  Charles  E.  Fuller,  Jr.,  aged  i  year. 


JOSEPH   HAIXEN. 

Port  Jervis.  New  York. 

Master  Mechanic. 

Joseph  Hainen  was  born  ni  Hamilton,  Ohio,  on 
February  24,  1863,  and  received  his  education  in  the 
common  schools  and  business  college  of  Meadville, 
Pennsylvania.  His  father  is  Samuel  Hainen,  who  for 
many  years  has  been  foreman  of  the  Erie  shops  at 
Meadville.  Having  finished  his  education  the  young 
man  entered  the  Atlantic  &  Great  Western  shops  at 
Meadville  on  July  5,  1877,  as  a  machinist's  apprentice, 
and  after  having  mastered  the  trade  he  continued  in 
the  same  shops,  working  in  the  erecting  department 
as  a  journeyman  until  April   i,  1889,  when  he  was  ad- 


\ance(l  to  gang  foreman.  He  served  in  this  capacity 
imtil  .March  8,  1892,  on  which  date  he  was  promoted 
til  the  position  of  general  foreman  at  Salamanca,  the 
western  terminal  of  the  Western  Division  of  the  Erie. 
A  year  later  he  was  promoted  to  Master  Mechanic 
and  assigned  to  the  Delaware  Division,  with  offices 
at  Port  Jervis.  This  position  he  now  fills  in  a  highly 
acceptable  manner,  being  quite  popular  with  his  su- 
periors and  those  who  are  under  his  direction. 


HENRY  ALBERT  CHILDS, 

Jersey  City,  New  Jersey. 

Master    Alechanic. 

The  son  of  Henry  Childs,  car  superintendent  of  the 
Great  Western  Railroad  of  Canada,  Henry  Albert 
Childs  was  born  in  the  city  of  Hamilton,  Ontario, 
Canada,  on  March  6,  1855.  He  received  a  collegiate 
education  and  in  July,  1869,  was  apprenticed  in  the 
Great  Western  machine  shop  at  London,  Ontario, 
where  he  worked  three  years,  learning  the  machinist's 
trade.  He  then  w^orked  as  a  machinist  for  the  Penn- 
sylvania Railroad  Company  at  Pittsburg  for  two  years, 
returning  to  the  Great  Western  at  London  as  Master 
of  Machinery.  In  1881  he  entered  the  employ  of  the 
Transcontinental  Company  at  Winnipeg,  Manitoba, 
working  as  foreman  of  machinists,  and  later  held  a  sim- 
ilar position  on  the  Canadian  Pacific.  In  1882  Mr. 
Childs  accepted  a  position  as  machinist  in  the  Erie 
shops  at  Susquehanna,  being  promoted  to  engine  house 
foreman  in  1888,  and  in  1889  was  advanced  to  engine 
dispatcher.  In  November,  1891,  he  was  transferred 
to  Jersey  City  as  Assistant  Master  Mechanic  under 
C.  E.  Fuller,  now  Superintendent  of  Motive  Power 
on  the  X'ermont  Central  Railroad.  Promotion  to 
Master  Mechanic  occurred  in  1892,  and  he  has  since 
held  that  position  at  Jersey  Gity,  where  his  services 
meet  the  unqualified  approval  of  his  superiors,  while 
his  treatment  of  those  subordinate  to  him  has  won  the 
esteem  of  all.  .Mr.  Childs  was  married  in  1878  to  Miss 
Mary  .Arrhur.  daughter  of  Samuel  Arthur,  a  contractor 
of  London,  Canada,  and  they  have  two  children,  both 
girls.  Miss  Minnie  graduated  from  Rutherford  Gran-- 
mar  School  in  1898  and  INIiss  Carrie  is  -now  attending 
that  institution.  The  family  is  one  of  the  best  of  Jer- 
sey City  and  occupies  an  enviable  position  in  the  so- 
ciety of  that   city. 


TRAL\-iMASTEKS'  SKETCHES  AiXD  FOKTKAITS. 


GUY   K.  JEFFRIES, 

Chicago,    Illinois. 

Chief  Train  Dispatcher. 

Chief  train  dispatcher  of  the  Erie  Railroad  at  Chi- 
cago is  the  present  position  of  Guy  K.  Jefifries,  who 
began  his  railroad  career  as  a  clerk  in  the  car  ac- 
countant's office  of  the  "Big  Four"  at  Indianapolis. 
Indiana,  in  1882.  He  was  born  in  Milan,  Indiana,  July 
9,  1866,  and  prepared  himself  to  combat  life's  battles 
by  acquiring  a  common  and  high  school  education  in 
the  public  institutions  of  Indianapolis.  After  a  year 
in  the  car-accountant's  office  he  learned  telegraphy, 
and  was  an  operator  on  the  "Big  Four"  from  1886 
to  1889,  when  he  was  promoted  to  train  dispatcher. 
In  1889  he  severed  his  connection  with  that  road  and 
became  an  Erie  employe,  working  as  a  train  dis- 
patcher from  1889  to  1894,  when  he  was  promoted  to 
chief  train  dispatcher.  In  January,  1899,  he  was  made 
acting  train  master,  a  position  he  held  until  April,  1899, 
when  he  resumed  his  old  position  of  chief  train  dis- 
patcher, which  place  he  still  holds.  Mr.  Jefifries  was 
married  June  15,  1892,  to  Miss  M.  A.  Routier,  and 
they  live  in  their  pretty  home  at  6758  Lowe  avenue, 
Chicago,  being  highly  esteemed  by  a  large  circle  of 
admiring   friends. 


H.  D.  IM'CLELLAXD. 

Huntington,    Indiana. 

Train   Master. 

H.  D.  McClelland  was  born  near  Cumberland,  Ohio, 
July  II,  1852,  and  when  he  was  2  years  of  age  his 
parents  moved  to  a  farm  near  Logan,  Ohio,  where 
Mr.  McClelland  received  most  of  his  education.  The 
family  moved  to  Mattoon,  Illinois,  in  March,  1865, 
and  here  the  boy  attended  high  school.  Mr.  McClel- 
land began  life  as  a  farmer  and  later  was  a  dry-goods 
and  clothing  clerk  for  two  years.  In  February,  1872, 
he  began  his  railroad  career  as  a  passenger  brakeman 
on  the  St.  Louis  division  of  the  Cleveland,  Columbus, 
Cincinnati  &  St.  Louis  Railroad,  and  was  successively 
a  train  baggageman,  freight  brakeman,  freight  con- 
ductor and  yard  master.  He  resigned  February  2, 
1890  and  on   February  7.   1890  entered  the  employ  of 


the  New  York,  Pittsburg  &  CJhio  and  Chicago  & 
Atlantic  as  yard  master  at  Marion  Ohio.  December, 
16,  1891,  Mr.  McClelland  was  appointed  Train  Master 
on  the  Chicago  &  Erie  at  Huntington,  in  which 
capacity  he  is  now  working.  He  was  married  April 
2~.  1882,  to  Miss  Lizzie  Hackney  of  Indianapolis,  and 
with  their  interesting  family  of  three  boys  and  one 
girl  reside  in  Huntington,  respected  by  all  who  have 
the  good  fortune  to  know  them. 


JA^IES   H.    KLEIN, 

Huntington,    Indiana. 

Train  Master. 

James  H.  Klein  was  born  in  Springfield,  Illinois, 
June  IS,  1852,  and  after  securing  a  good  common- 
school  education,  took  a  brief  trial  in  the  mercantile 
line  at  Cleveland,  Ohio.  Although  but  a  youlh  at  the 
time,  he  perceived  there  was  little  chance  of  advance- 
ment in  the  line  he  was  following,  so  in  1868  he 
learned  telegraphy  and  was  employed  as  an  operator 
by  the  Lake  Shore  &  Michigan  Southern  Railroad. 
After  five  years  he  quit  operating  and  tried  firing  on 
the  same  road,  but  a  year  of  this  vifork  satisfied  him 
and  in  1874  he  returned  to  his  old  position.  In  1878 
he  resigned  to  accept  an  offer  as  Train  Dispatcher  on 
the  Lake  Erie  &  Western,  and  two  years  later  wjs 
promoted  to  Train  Master.  He  resigned  in  1888  and 
entered  the  employ  of  the  Pittsburg  &  Western  Rail- 
road as  Train  Master,  and  retained  this  position  until 
1890,  when  he  took  service  with  the  Erie  as  Chief 
Train  Dispatcher  at  Huntington,  in  which  capacity  he 
served  until  1895,  when  he  was  promoted  to  Train 
Master.  Mr.  Klein  was  united  in  marriage  April  21, 
1874,  to  Miss  Frances  M.  Sinclair,  and  with  their  fam- 
ily reside  in  Huntington  and  move  in  the  best  circles 
of  the  city's  society. 


JOHN  H.  DULL. 

Gallon,   Ohio. 

Train  Master. 

John  H.   Dull  was  born  near  Quincy,   Pennsylvania, 
on  September  i,  1856,  being  the  son  of  Benjamin  Dull, 


578 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


679 


(U'Y    K.    JEKFRIKS. 


H.    D.    McCLELLANLi. 


580 


ERIE    RAILWAY    EDITION. 


a  pumper  in  tiic  water  works  at  Ashland,  Ohio.  The 
young  man  attended  school  until  he  was  17  years  of 
age,  when  he  entered  the  service  of  the  Atlantic  & 
Great  Western  as  telegraph  operator  and  station 
agent's  clerk,  and  has  been  with  this  company  and  its 
successors  ever  since,  excepting  a  short  period  with  the 
Chicago,  Milwaukee  &  St.  Paul.  From  1873  to  1881 
he  was  a  telegraph  operator  on  the  A.  &  G.  W.,  and 
from  1881  to  J\Iarch  14.  1888,  was  Train  Dispatcher, 
leaving  on  the  latter  date  to  take  a  position  as  Dis- 
patcher on  the  River  Division  of  the  C.,  M.  &  St.  P. 
He  returned  to  the  Erie  in  September  of  the  same 
year,  and  on  Christmas  day,  1889,  was  promoted  to 
Chief  Dispatcher,  which  position  he  held  until  January 
I,  1891,  when  he  was  advanced  to  Train  Master  of  the 
Cincinnati  Division.  Mr.  Dull  was  married  on  Octo- 
ber 21,  1881,  to  Miss  Emma  R.  Long,  daughter  of 
Anthony  Long,  of  Gallon,  Ohio.  They  have  two  sons, 
Gail  A.  and  Myron  F.  Dull,  who  are  attending  school. 


THERON  C.  EDDY, 

Cleveland,  Ohio. 

Train   Master. 

Theron  C.  Eddy  was  born  in  Montville,  Medina 
County,  Ohio,  December  i,  1850,  being  the  son  of 
Benjamin  F.  Eddy,  a  farmer  of  Warrensville  and  Bed- 
ford, Ohio.  The  young  man  attended  public  school 
in  Warrensville  and  in  1867  finished  up  his  education 
in  the  graded  schools  of  Bedford,  beginning  his  rail- 
road career  as  a  telegraph  operator  on  the  Atlantic 
&  Great  Western  in  1868.  He  was  with  this  com- 
pany from  1868  to  1870,  going  to  the  Chicago,  Burling- 
ton &  Quincy  w'here  he  worked  in  the  same  capacity 
until  1871.  From  1871  to  1873  he  was  telegraph  oper- 
ator and  station  agent  on  the  Union  Pacific,  return- 
ing then  to  the  Erie  Company,  where  in  1879  he  was 
promoted  to  Train  Dispatcher,  and  on  January  i.  1891. 
was  given  his  present  position  of  Train  Master  at  Cleve- 
land. Mr.  Eddy  was  married  in  1881  to  Miss  B.  T. 
CuUen  of  Cleveland  and  they  have  seven  children,  one 
of  whom,  Charles  A.,  is  working  as  a  machinist  at 
Cleveland,  and  another,  Frank  C,  is  firing  at  Mead- 
ville,  on  the  Erie. 


EMERSON    C.   ALLEN, 

Kent.    Ohio. 

Train  Master. 

Emerson  C.  Allen  was  born  in  Braceville,  Ohio,  on 
April  28,  1859,  being  the  son  of  John  Allen,  a  farmer. 
The  young  man  left  school  when  he  was  15  years  of 
»ge,  and  in   1875  began  his  successful  railroad  career 


as  a  messenger  in  the  telegraph  office  at  Braceville, 
where  he  learned  telegraphy.  In  1877  he  was  rated 
as  a  competent  operator  and  worked  extra  on  the 
Atlantic  &  Great  Western  at  various  stations  on  the 
Second  and  Mahoning  Divisions.  In  1885  he  was 
promoted  to  Train  Dispatcher  at  Meadville.  and  in 
1891  was  made  Chief  Dispatcher,  which  position  he 
held  until  January,  1900,  when  he  was  promoted  to 
his  present  position.  Train  Master  at  Kent,  Ohio.  Mr. 
Allen  was  married  in  January,  1894,  to  Miss  Florence 
Wood  of  Kent. 

HUGH  F.  COYLE, 

Meadville,   Pennsylvania. 

Train   Master. 

Hugh  F.  Coyle  was  born  in  Allegheny  County, 
New  York,  on  September  21,  1855.  being  the  son  of 
Bernard  Coyle,  a  jeweler  of  Scio,  New  York.  He  left 
school  at  the  age  of  15  and  immediately  learned 
telegraphy,  and  on  becoming  competent  was  given 
an  olifice  on  the  Western  Division  of  the  Erie  Railway 
in  1871.  He  was  possessed  of  those  qualities  that 
bring  promotion  and  was  soon  elevated  to  the  posi- 
tion of  train  dispatcher.  Later  he  left  the  Erie  and 
worked  as  Train  Dispatcher  on  the  Kansas  City,  St. 
Joe  &  Council  Bluffs,  and  also  on  the  Union  Pacific, 
returning  to  the  Erie  in  the  capacity  of  dispatcher  at 
Meadville  in  1877.  He  was  advanced  to  Chief  Dis- 
patcher in  1899,  and  on  January  i,  1890,  was  made 
Train  Master  with  headquarters  at  Meadville.  He  was 
transferred  to  Kent,  Ohio,  in  1895,  and  in  January,  1900, 
was  returned  to  Meadville.  Mr,  Coyle  was  married 
April  3,  1877,  to  Miss  Elizabeth  Simon,  of  Salamanca, 
and  one  child  was  born  to  them,  Edward  B..who  is  now 
an  operator  in  the  dispatcher's  oft^ice  at  Meadville. 
Mrs.  Coyle  died  in  June,  1894,  and  in  June,  1896,  Mr. 
Coyle  was  united  in  marriage  to  Miss  Marion  E.  Lally, 
daughter  of  Stephen  Lally.  Mr.  Coyle  belongs  to 
the  F.  &  A.  M.  and  K.  O.  T.  H.  of  Kent,  and  the 
Royal  -Arcanum  of  Meadville.  and  .\kron  Command- 
erv,  K.  T.,  of  .Akron. 


JASON   C.  TUCKER. 

Buffalo.  New  York. 

Train  ^Master. 

Jason  C.  Tucker  has  grown  up  in  the  service  of  the 
Erie,  having  by  his  ability  and  attention  to  business 
risen  to  an  important  position  on  the  road.  The  son 
of  Gabriel  F.  Tucker,  a  government  employe  residing 
in    Buffalo,   New   York,   he   was   born   in  that  city  on 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


581 


JAS.    H.    KLKIX. 


JOHN  H,    DULL. 


682. 


ERIE    RAILWAY    EDITION. 


HUGH     F.     COYLE. 


THERCJN,   C.    EDDY. 


AMERICAN    I.OCOMOTIX'E    ENGINEERS. 


583 


JASiiN    I'.     TL'CKI 


F.    R.    MOSUER. 


584 


ERIE    RAILWAY    EDITION. 


September  7.  1859.  He  received  a  high  school  edu- 
cation, graduating  in  1877  with  honors.  In  September, 
1878,  he  finished  learnin.g  telegraphy  and  was  em- 
ployed" by  th'e  N-ew  Yccrk,  Lake  Eri*-  &  Westtm  (now 
the  Erie)  as  operator.  He  was  promoted  successively 
to  station  agent,  train  dispatcher  and  then  tc  his  pres- 
ent place,  train"  master  at  ButTalo.  Mr.  Tucker  was 
marrfed'  in  April.  1881,  to  Sliss  Sarah  Anna  Taylor, 
daughter  of  Ferdinand  P.  Taylor,  a  teacher  of  North 
Carolina.  New  York.  Two  children  have  been  born 
to  them.  Olie  Julia  and  Leslie  F..  the  latter  being  de- 
ceased. Mr.  Tucker  owns  some  nice  property  in  Buf- 
falo, and  with  his  family  stands  high  in  the  city's  so- 
cial circles. 


F.   R.  MOSHER, 

Hornellsvillc.  New  York. 

Train   Master. 

F.  R.  Mosher  was  born  in  Dansxille.  New  York,  on 
April  2.  1867,  and  is  a  son  of  William  iMosher.  a 
prominent  citizen  of  that  place.  The  young  man  was 
a  diligent  student  at  school,  mastering  the  branches 
taught  in  the  public  schools  of  his  native  place  while 
yet  in  his  13th  year.  On  February  24,  1881,  he  en- 
tered the  employ  of  the  New  York,  Lake  Erie  & 
Western  Railroad  as  a  telegraph  operator,  in  which 
capacity  he  served  faithfully  and  efficiently  for  a  num- 
ber of  years.  So  well  was  his  services  appreciated  that 
he  was  promoted  several  times,  and  now  holds  the 
responsible  position  of  Train  Master  of  the  Allegheny 
Division  at  Hornellsville.  Mr.  Mosher  was  married 
some  years  ago  to  Miss  Mary  .\very  and  they  reside  in 
the  city  of  Hornellsville. 


GEORGE  A.  HELLER. 

Elmira.  New  York. 

Train  Master. 

George  A.  Heller  was  born  in  Breesport.  New 
York,  on  December  26,  i860,  being  the  son  of  Israel 
Heller,  a  physician  and  surgeon  of  that  place.  The 
young  man  left  school  at  the  age  of  14  and  immedi- 
ately began  the  study  of  telegraphy  with  the  Utica, 
Ithaca  &  Elmira  Railroad,  and  in  December  of  that 
year  was  given  a  position  as  operator  at  Swartwood 
Station  on  that  road.  He  remained  there  until  June, 
1878.  when  he  resigned  and  accepted  a  similar  posi- 
tion with  the  Geneva,  Ithaca  &  Sayre  Railroad — now 
the  Lehigh  Valley — with  which  he  remained  until 
June,  1880,  when  he  entered  the  employ  of  the  Erie  as 
telegraph  operator  at  Elmira.  He  was  promoted  to 
train  dispatcher  in  April,  1883,  and  in  November.  1891. 


was  appointed  chief  dispatcher,  which  advancement 
was  followed  on  March  i,  1899.  by  promotion  to  train 
master  of  the  Susquehanna  Division.  Mr.  Heller  was 
matried'  '>ti'  October  10.  1883".  to.  M'iss  Ora  E".  Barnes, 
daugliter  of  Solomon  V.  Barnes  of.  Addison,  New 
York.  Mr.  Heller  is  a  member  of  Southern  Tier 
Lodge.  585.  Royal  Arcanum,  of  Elmira.  and  with  his 
estimable  wife  is  quite  prominent  in  the  society  of 
that  city. 


GEORGE  W.  KEENE. 

Carbondale,  Pennsylvania. 

Train  Master. 

George  W.  Keene  was  born  in  Lordville.  Delaware 
County,  New  York,  on  June  21,  1859.  and  is  the  son 
of  John  Keene,  an  employe  of  the  Erie  of  that  place. 
The  young  man  left  school  at  the  age  of  16  and  ac- 
cepted a  position  as  messenger  boy  for  the  Erie  Com- 
pany. During  the  nine  months  he  was  thus  employed 
he  mastered  the  art  of  telegraphy  and  was  given  a 
position  on  the  Delaware  Division,  where  he  worked 
four  years.  He  was  then  transferred  to  the  Jeflferson 
Division,  where  he  worked  as  operator  for  one  year, 
and  was  then  promoted  to  train  dispatcher.  He  held 
this  position  for  six  years,  being  promoted  to  chief 
dispatcher  by  Superintendent  George  Van  Keuren, 
and  later  to  train  master.  He  is  a  capable  and  com- 
petent official  and  bears  the  good  wishes  of  both  his 
superiors  and  those  under  his  direction.  Mr.  Keene 
was  married  in  April.  18S5.  to  Miss  Lizzie  A.  Farrell, 
daughter  of  Daniel  Farrell  of  Carbondale,  and  they  re- 
side in  their  own  pretty  home  in  Carbondale  among 
their  hosts  of  friends  and  acquaintances. 


ORLANDO  REYNOLDS. 

Port  Jervis.   New  York. 

Train  Master. 

Hard  work  and  painstaking  effort,  coupled  with  abil- 
ity are  the  requirements  necessary  for  a  man  to  rise  in 
this  world,  no  matter  what  his  calling  may  be.  These 
components  of  success  are  prominent  in  the  career  of 
Orlando  Reynolds,  the  Erie's  train  master  at  Port  Jer- 
vis. Born  in  Sedgwick,  Maine,  on  August  10,  1857, 
he  is  the  son  of  John  E.  Reynolds,  a  Baptist  minister, 
who  moved  to  Port  Jervis  in  1859.  Here  Mr.  Rey- 
nolds received  his  schooling  and  has  lived  all  his  life. 
He  left  school  at  the  age  of  14  and  soon  secured  a  sit- 
uation as  messenger  in  the  train  dispatcher's  office, 
in  which  capacity  he  served  a  short  time,  being  ad- 
vanced to  telegraph  operator  and  from  that  position 
to  train  dispatcher.     Five  years  ago  he  was  advanced 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


585 


GEORGK  A.  HEl.l.lOR. 


GEORGE  W.  KEENE. 


586 


ERIE    RAILWAY    EDITION. 


ORLANDO  REYNOLDS. 


E.    T.    REISLER. 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


587 


:r 


^ 


THEOnORK  MACKRELL. 


J.    B.    STAPLES. 


688 


ERIE    RAILWAY    EDITION. 


to  liis  present  positioff.  which  lie  fills  so  acceptably 
that  his  friends  are  confident  the  company  will  soon 
find  his  services  needed  in  a  more  important  position. 
Mr.  Reynolds  was  married  in  189^  to  Miss  Alice  Pat- 
terson, daughter  of  Charles  H.  Patterson,  and  with 
his  wife  is  quite  prominent  in  the  social  afifairs  of 
Port  Jervis.  He  is  a  member  of  Deer  Park  Club,  and 
is  popular  with  all  his  acquaintances. 


E.   T.   REISLER, 
Port  Jervis,  New  York. 

Passenger  Train    Master. 

E.  T.  Reisler  was  born  in  Calvert,  Maryland,  on 
March  14,  1864,  being  the  son  of  Evan  Reisler,  a 
farmer  of  that  place.  The  young  man  received  a  com- 
mon school  education,  later  attending  a  private  school, 
and  finishing  up  by  taking  a  course  in  civil  engineering 
at  Lehigh  University.  He  began  his  railroad  career  in 
July.  1887,  as  a  transitman  on  division  engineer  corps 
of  the  Erie,  being  promoted  to  assistant  engineer  of 
the  Delaware  Division  in  February,  i8g8.  In  Septem- 
ber, 1890,  he  was  made  road  master,  and  in  June,  1899, 
was  advanced  to  freight  train  master  of  the  New  Y'ork 
Division  which  was  followed  in  February,  1900,  by  pro- 
motion, to  passenger  train  master.  Mr.  Reisler  was 
married  in  1890  to  Miss  Anna  L.  Paul,  daughter  of 
G.  B.  Paul,  a  merchant  of  Philadelphia,  and  they 
have  four  children,  Evan  H.,  Paul  R.,  Elizabeth  and 
Mary. 


THEODORE  MACKRELL, 

Port  Jervis,   New  York. 

Train  Master. 

Theodore  Mackrell  was  born  in  Haverstraw.   Rock- 
land County,  New  York,  on  March  21,  1862.     The  son 


of  Robert  Mackrell,  a  harness  maker  of  that  city,  he 
attended  school  until  he  was  15  years  of  age,  when, 
having  acquired  a  good  common  school  education,  he 
learned  telegraphy  and  was  employed  by  the  Warwick 
Valley  Railroad  as  station  agent.  In  1880  he  worked 
as  an  operator  on  the  New  Y'ork  Division  of  the  Erie, 
and  a  year  later  was  promoted  to  operator  in  the  train 
dispatcher's  office  at  Jersey  City,  which  promotion  was 
followed  in  1887  by  advancement  to  train  dispatcher 
at  Newburg.  He  remained  in  this  position  until  1895, 
when  he  was  appointed  chief  clerk  for  the  superin- 
tendent of  transportation,  holding  this  place  until 
June  8,  1899,  when  he  was  promoted  to  chief  train  dis- 
patcher of  the  New  York  Division  at  Jersey  City.  On 
February  i,  1900,  he  was  advanced  to  train  master  of 
the  New  York  Division,  with  headquarters  at  Port 
Jervis.  Mr.  Mackrell  was  married  on  December  24, 
1888.  to  Miss  Lizzie  B.  Frambes,  daughter  of  D.  D. 
Frambes,  a  minister  of  Bartley,  New  Jersey.  They 
have  three  children,  Mary  Eva,  Helen  Louisa  and 
Robert. 


J.  B.  STAPLES, 
Jersey  City,  New  Jersey. 

J.  B.  Staples  was  born  on  Staten  Island,  New  York, 
and  after  receiving  his  schooling  began  life  as  a  clerk 
for  the  Inman  Steamship  Company,  continuing  until 
1870.  He  then  accepted  a  position  as  clerk  on  the 
Burlington  &  Missouri  River  Railroad,  later  working 
as  trainman.  In  1872  he  resigned  his  position  to  ac- 
cept a  conductorship  with  the  Pullman  Palace  Car 
Company,  but  a  year  afterward  he  left  that  road  and 
went  to  braking  on  the  Erie.  He  was  made  a  con- 
ductor the  same  year,  and  after  running  a  train  for 
thirteen  years  he  was  promoted  to  train  master  in 
1887,  and  was  located  at  Jersey  City  until  recently. 


Deceased  erie  emplopes* 


JUSEFH  ARMSTRONG. 


ATOT'ST   r,.   11. \  1.1.  \ 


.* 


t 


***      «t»^ 


^     / 


w% 


J00^ 


f      '^^W  ^Pj 


\\  ii.i,i.\.\l  BOTDEN. 


FMAMv    \V.    (.■l".\l.\H.\US. 


589 


590 


f:rie  railway  edition. 


Deceased  Erie  liniployes— Continued. 


PETER    CURRAN. 


G.  W.   EVERETT, 


WILMAM  FAK' 


ISAAC   FLIGLE. 


AMERICAN    LOCOMOTIXE    ENGINEERS. 


591 


Deceased  l:rie  liiiipluyes     CiMitiiuied. 


FKANK    O.    FOSTKFl. 


HIRAM   FREEMAN. 


FREDRICK   FL'HES. 


JAMES  C.   GATES. 


592 


ERIE    RAILWAY    EDITION. 


Deceased  Erie  limployes— Continued. 


-^^ 


"\ 


y^^-  v 

k.^^^  -^\\ 


B.    HAFNER. 


FRANK  McKERNAN. 


\ 


JOSHUA    MARTHER. 


AMERICAN    LOCOMOTn'E    ENGINEERS. 


593 


Deceased  I'rie  Employes    Continued. 


^^     ?^^ 


I 


JOHN    KEENA. 


ROSS   KELLS. 


594 


ERIE    RAILWAY    EDITION. 


Deceased  Erie  Kmployes^Coiitinue; 


ALLKN   C.   GRAHAM. 


GKuRGIi  \V.  l.JNEHAN. 


A.    W.    LOGAN. 


AVU.LIAM    H.    MARSTllX. 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


595 


Deceased  Erie  limployes— Continued. 


«iv^ 


^ 


MOSES   L.   USGOOD. 


WII-H.AM    KLCKlJi;. 


».4,li.. 


m 


i^% 


O.   K.   STUART. 


I,.    P..    TR.\CHT. 


596 


ERIE    RAILWAY    EDITION. 


Deceased  Hric  Kiiiployes    Coiitimied. 


GEORGE    R.    WILLIAMSON. 


J.   R.   WILSON. 


ENGR.    VAN    WORMER. 


JOSEPH    YORK. 


An  Old  Book  of  Kules. 


Among-  til.'  most  interesting-  relics  the  publisher  of  this  v.'ork  encountered  while  g-ather- 
ingf  data  for  sketches  and  information  for  the  short  history,  is  a  book  of  rules  and  regulations 
issued  bv  the  old  New  York  &  Erie  Railroad  in  1854,  while  Charles  Minot  was  General  Super- 
intendent. The  book  was  secured  by  our  special  representative,  E.  O.  Brutch,  formerly  an 
Erie  employe,  who  sug-gested  that  it  mig-ht  contain  interesting-  reading-  to  subscribers  of  the 
"American  Locomotive  Eng-ineers."  ^Vfter  a  perusal  of  the  rules  the  publishers  decided  that 
they  were  indeed  of  such  interest,  historically,  that  they  should  be  preserved,  inasmuch  as 
man}-  of  them  conflict  directly  with  the  rules  in  force  at  the  present  time.  At  first  the  inten- 
tion was  to  publish  only  a  few  of  the  rules,  but  second  thoughts  are  always  better,  consequently 
we  print  the  entire  set  of  rules  used  to  govern  the  emploj'es  and  regulate  tlie  running  of 
trains  on  the  Erie  in  1854. 


INSTRUCTIONS  FOR  THE  RUNNING  OF  TRAINS,   ETC, 

ux 

THE  NEW  YORK  &  ERIE  RAILROAD. 

To  g-o  iuto  effect  on  Monday,  March  6,  1S54. 


SECTION  FIRST. 
GENERAL    REGULATIONS. 

1.  Each  person  in  the  employ  of  the  company  is  to 
devote  himself  exclusively  to  its  service,  attending  dur- 
ing the  prescribed  hours  of  the  day  or  night,  and  re- 
siding wherever  he   may  be  re<iuired. 

2.  He  must  obey  promptly  all  instructions  he  may 
receive  from  persons  placed  in^iutliority  over  him,  and 
conform  to  all  the  regulations  of  the  company. 

3.  He  will  be  liable  to  immediate  dismissal  for  dis- 
obedience of  orders,  negligence  or  incompetency. 

4.  Unless  appointed  so  to  do,  he  is  not  on  any  oc- 
casion, or  under  any  pretense  whatever,  to  receive 
money  from  any  person  on  the  company's  account. 

5.  No  one,  whatever  may  be  bis  rank,  will  be  al- 
lowed to  absent  himself  from  his  duty,  without  the 
permission  of  the  head  of  the  deiiartment  in  which  he 
may  be  employed. 

6.  All  persons  in  any  way  leaving  the  company's 
service  must  deliver  up  the  property  of  the  company 
entrusted  to  their  care. 

7.  If  any  of  such  property  shall  have  been  improp- 
erly used  or  damaged,  a  deduction  from  tbe  pay  due 
shall  be  made,  sufficient  to  make  good  the  damage, 
or  to  supply  new  articles. 

8.  Rudeness  or  incivility  to  passengers  will,  in  all 
cases,  meet  with  immediate  punishment. 

9.  All  persons  employed  by  the  company  are  strict- 


ly forbidden  from  entering  into  altercation  with  any 
other  person,  whatever  provocation  may  have  been 
given;  they  will  make  a  note  of  the  facts,  if  necessary, 
and  report  to  their  immediate  superior. 

10.  All  persons  in  places  of  trust  in  the  service  of 
the  company  must  report  any  misconduct  or  negli- 
gence atTecting  the  interests  or  safety  of  the  road, 
which  may  come  within  their  knowledge,  and  their 
withholding  such  information,  to  the  detriment  of  the 
company's  interest,  will  be  considered  a  proof  of  neg- 
lect and  indifference  on  their  part. 

11.  All  employes  of  the  company  are  expected  and 
required  in  all  cases  to  exercise  the  greatest  care  and 
watchfulness  to  prevent  injury  or  damage  to  persons 
or  property,  and,  in  doubtful  cases,  to  take  the  safe 
side. 

12.  Each  person  will  be  held  legally  liable  for  injury 
occasioned  to  persons  or  property  by  his  negligence, 
and  the  company  reserves  the  right  of  withholding 
any  pay  then  due  to  defray  the  expenses  of  the  same. 

13.  The  pay  of  every  man  absent  or  suspended  from 
duty  will  be  stopped.  No  persons  employed  by  the 
company  are  allowed  to  receive  gratuities. 

14.  In  all  cases  where  the  instructions  may  not  be 
understood,  or  where  the  course  to  be  pursued  admits 
of  any  doubt,  the  parties  in  charge  shall  so  act  as  in 
no  way  to  compromise  the  safety  of  the  road,  seek- 
ing afterwards,  with  the  first  opportunity,  the  neces- 
sary explanations  of  the  proper  officers. 

IS-     Any  alteration  or  modification  of  these  instruc- 


597 


598 


ERIE    RAILWAY    EDITION. 


tioiis  will  accompany  the  time  tables  as  special  in- 
structions, and  such  special  instructions  will  remain 
in  force  only  while  the  time  table,  to  which  they  are 
attached,  continues  in  use. 

16.  The  chronometer  in  the  superintendent's  office 
in  New  York  is  the  standard  of  time  lor  the  whole 
road.  The  time  will  be  daily  telegraphed  to  all  the 
principal  stations;  but  the  clocks  at  Delaware  and 
Hornellsville  will  be  considered  more  especially  regu- 
lated, for  the  convenience  of  those  who  cannot  regu- 
late by  the  general  standard. 

17.  Division  and  branch  superintendents  shall,  on 
their  several  divisions  or  branches,  exercise  all  the  pow- 
ers delegated  by  the  organization  to  the  superintend- 
ent of  the  road,  except  in  matters  pertaining  to  the 
duties  of  ticket  or  general  freight  agents,  telegraph 
management  or  engine  and  car  repairs;  and  they  have 
authority,  by  telegraph  or  otherwise,  to  change  the 
movements  of  trains  from  the  times  specified  in  the 
tables,  and  their  orders  in  all  respects  must  be  obeyed. 

SECTION   SECOND. 

18.  A  red  flag  by  day,  and  a  lantern  by  night,  when 
swung  on  the  track,  or  a  torpedo  exploded  thereon, 
are  signals  of  danger,  on  perceiving  which  the  engineer 
must  stop  the  train.  All  signals  violently  given  are 
also  to  be  considered  signals  of  danger.  Red  flags  or 
red  lanterns  will  never  be  used  as  signals  of  caution 
only,  but  always  of  danger. 

19.  A  bi-colored  flag  (combined  red  and  white),  or 
a  green  light,  is  a  signal  of  caution,  and  when  exhibit- 
ed engineers  must  proceed  slowly.  Green  lights  are 
used  for  all  switches. 

20.  One  sound  of  the  whistle  is  the  signal  to  apply 
the  brakes. 

21.  Two  sounds  of  the  whistle  is  the  signal  to  let 
go  the  brakes. 

22.  Three  sounds  of  tlie  whistle  is  the  signal  for 
backing  the   train. 

23.  Four  sounds  of  the  whistle  is  the  signal  to  call 
in  the  flagman. 

24.  Five  or  more  rapid  sounds  of  the  whistle  is  the 
signal  for  wooding  up. 

25.  One  large  white  light  shall  always  be  exhibited 
on  the  front  of  the  engines  on  the  road  after  dark. 

26.  Two  red  lanterns  must  be  placed  on  the  rear 
of  all  trains  that  are  on  the  road  after  dark.  On  pas- 
senger trains  the  lanterns  shall  be  hung  side  by  side; 
and  on  other  trains  one  above  the  other;  in  both  cases 
about  three  feet  apart. 

27.  Two  red  flags,  and  after  dark  two  red  lanterns 
in  addition,  shall  be  placed  on  the  front  of  an  engine, 
to  indicate  that  the  engine  or  train  is  to  be  followed 
by  another.  In  case,  by  accident,  two  red  flags  or  red 
lanterns  cannot  be  obtained,  one  flag  or  lantern  shall 
indicate  the  same  thing. 

28.  The  signals  at  the  Hackensack  and  Passaic  draws 
are  as  follows,  viz.:  A  red  ball  by  day  and  a  red  light 
by  night,  indicates  that  the  draw  is  open.  A  white 
ball  by  day,  and  a  white  light  by  night,  indicates  that 
the  draw  is  closed.  The  draw  at  Berry's  Creek,  being 
rarely  used,  will  be  kept  locked,  and  no  signals  will 
be  shown  there  excepting  when  the  draw  shall  be  open, 
when  they  will  be  the  same  as  at  the  other  draws. 

29.  There  will  be  exhibited  on  a  signal  pole  at  Pat- 
erson  Junction  a  red  ball  by  day  and  a  red  light  by 
night  to  show  that  a  westward  bound  train  is  due,  and 


has  not  passed  there;  and  a  white  ball  by  day  and  a 
white  light  by  night  to  show  that  all  westward  bound 
trains  which  should  have  arrived  have  passed  there. 
Eastward  bound  trains  must  not  pass  Paterson  Junc- 
tion unless  a  white  ball  by  day  or  a  white  light  by 
night  is  hoisted. 

30.  Signal  cords  shall  be  used  on  all  trains,  and 
shall  extend  from  the  rear  car  to  the  whistle  or  alarm 
bell  on  the  engine. 

SECTION    THIRD. 

RULES   FOR  THE   RUNNING   OF  TRAINS. 

31.  The  trains  are  classed,  as  to  priority  of  right 
to   the   road,   as   indicated   on   the   time   tables. 

32.  All  trains  of  an  inferior  class  must  keep  out  of 
the  way  of  all  trains  of  a  superior  class,  going  in  either 
direction. 

33.  Trains  of  an  inferior  class,  moving  in  the  same 
direction  with  trains  of  a  superior  class,  must  get  out  of 
their  way  by  going  into  the  nearest  siding. 

34.  On  the  Eastern  Division,  Union  Railroad,  New- 
burgh  Branch  and  Delaware  Division,  all  westward 
bound  trains  (trains  from  the  east),  shall  have  the  right 
to  the  road,  after  the  arrival  of  their  time,  per  table, 
against  all  eastward  bound  trains  of  the  same  class;  but 
no  westward  bound  train  must  leave  any  station  or 
passing  place  where,  by  the  table,  it  should  pass  a 
train  of  the  same  class,  till  five  minutes  after  its  own 
time,  per  table;  and  this  five  minutes  allowed  for  safety 
must  operate  at  every  succeeding  station,  until  it  shall 
have  passed  the  expected  train.  This  rule  is  not  in- 
tended to  give  any  rights  to  a  train  of  an  inferior  class 
against  a  train  of  a  superior  class;  but  is  only  to  af- 
fect the  trains  of  the  same  class  in  regard  to  each  other. 

35.  No  train  must,  under  any  circumstances,  leave  a 
station  before  its  time,  as  specified  in  the  time  tables, 
without  special  orders  from  competent  authority. 

36.  No  freight  train  must  leave  a  station  immedi- 
ately preceding  a  station  where  a  passenger  train  may 
be  expected  to  be  passed,  unless  it  shall  be  able  to  ar- 
rive at  the  latter  station,  by  its  average  rate  of  run- 
ning, eight  minutes  before  the  time  for  the  passenger 
train  to  leave  that  station. 

37.  No  train  shall  proceed  towards  a  station  where 
it  expects  to  pass  a  train  having  a  right  to  the  road, 
unless  it  has  ample  time  to  arrive  at  that  station  strict- 
ly at.  or  before  the  time  per  time  table,  for  the  latter 
train  to  leave  that  station. 

38.  Whenever  it  becomes  necessary  to  back  a  train 
to  a  station,  it  must  be  done  with  great  care,  keeping  a 
man  constantly  in  advance  of  the  rear  end  of  the  train, 
to  warn  any  train  that  may  be  approaching. 

39.  An  extra  train  following  a  regular  train  (whose 
engine  carries  a  red  flag  or  red  lantern  for  it),  must  al- 
ways be  taken  and  considered  to  be  a  part  of,  and  to 
have  all  the  rights  to  that  train  and  no  more,  and  the 
conductors  and  engineers  of  all  other  trains  must  so  re- 
gard it.  No  engine  of  a  regular  train  must  carry  a  flag 
or  lantern  for  any  train,  excepting  of  its  own  class, 
but  if  it  shall  become  necessary  for  any  inferior  class 
train,  or  for  a  gravel  or  wood  train,  to  follow  a  train 
of  a  superior  class.. then  such  following  train  shall,  for 
that  time,  be  taken  to  be  of  the  same  class  with  the 
followed  train. 

40.  An  extra  train  following  a  leading  train,  must  be 
kept  near,  but  never  less  than  a  mile  in  distance  from 
the  train  ahead,  excepting  when  near  stations,  in  order 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


599 


that  the  opposite  trains  may  have  as  Httle  detention 
as  is  consistent  with  perfect  safety  at  the  passing  sta- 
tion. 

41.  Whenever  there  are  two  tracks  in  use  all  trains 
will  always  (unless  specially  directed  by  the  superin- 
tendent, or  unless  from  some  cause,  that  track  is  not 
passable),  take  the  right  hand  track;  and  when  on 
the  left  track  it  must  be  borne  in  mind  that  the  re- 
sponsibility of  keeping  out  of  the  way  of  trains  on  that 
track,  is  entirely  on  themselves,  and  a  man  must  be 
kept  .It  least  half  a  mile  in  advance,  with  the  proper 
signals. 

42.  If  any  part  of  a  train  is  detached  when  in  mo- 
tion, care  must  be  taken  not  to  stop  the  train  in  front 
before  the  detached  part  has  stopped;  and  it  is  the  duty 
of  the  brakemen  on  such  detached  part  to  apply  their 
brakes  in  time  to  prevent  a  collision  with  the  cars  in 
front. 

43.  Gravel  trains,  w'hen  leaving  an  engine  house  or 
principal  station  for  their  work,  or  when  returning  to 
the  same,  shall  proceed  with  the  utmost  caution,  never 
risking  the  safety  of  the  road,  and  they  shall  never  be 
on  the  road  within  ten  minutes  of  the  running  time  of 
any  of  the  passenger  trains.  Neither  shall  they  be  on  the 
road  within  ten  minutes  of  the  running  time  of  the 
freight  trains,  except  when  the  points  between  which 
the  gravel  train  is  working,  are  not  more  than  three 
miles  apart.  In  such  cases  (that  is,  when  the  gravel 
train  is  working  on  a  run  not  extending  over  three 
miles)  the  conductor  of  the  gravel  train  may  keep  at 
work,  in  respect  to  freight  trains  only,  in  the  times  of 
freight  trains,  provided  that  he  invariably  stations  a 
man  with  a  red  flag  two  thousand  feet,  or  more  when 
advisable,  in  the  direction  of  the  freight  train  which  is 
due,  and  beyond  the  point  where  he  is  at  work;  or,  in 
both  directions  from  the  extremes  where  he  is  at  work, 
if  trains  are  due  from  both  sides;  these  men  to  con- 
tinue on  the  watch,  under  all  circumstances,  until  the 
freight  trains  come  up.  On  the  arrival  of  a  freight 
train,  the  gravel  train  must  immediately  proceed  to 
the  turn-out  in  advance  of  the  freight  train,  after  com- 
pleting its  load.  The  engineer  of  the  gravel  engine  must 
not  allow  it  to  remain  on  the  road  unless  the  watch- 
men, above  mentioned,  are  stationed  as  ordered.  The 
conductors  and  engineers  of  wood  trains  shall  be  gov- 
erned by  the  same  rules,  excepting  that  they  shall  not 
stop  to  complete  their  load,  and  they  shall  also  make 
themselves  acquainted  with  the  points  where  gravel 
trains  are  at  work,  before  going  out.  The  conductors 
of  gravel  trains,  atid  also  of  wood  trains,  shall,  daily, 
before  leaving  their  stations  for  the  day's  work,  leave 
with  the  station  agent  a  memorandum  of  where  the 
train  will  be  operating  for  the  day.  and  such  memoran- 
dum shall  be  entered  by  the  station  agent  in  a  mem- 
orandum book  to  be  kept  for  that  and  similar  purposes; 
this  book  shall  be  open  to  the  inspection  of  all  per- 
sons on  duty  connected  with  the  trains. 

44.  Red  flags  or  red  lanterns  must  always  be  placed 
at  a  safe  distance  on  either  side  of  the  ground  where 
gravel  trains  are  at  work,  and  a  man  must  remain  with 
them.  The  conductor  of  the  gravel  train,  as  well  as 
the  engineer  and  foreman  in  charge  of  the  repairs, 
will  be  held  responsible  for  the  strict  observance  of  this 
rule,  and  of  every  additional  precaution,  which  par- 
ticular circumstances  may  make  necessary  to  the  safety 
of  the  road.  The  same  precautions  tnust  be  observed 
where  single  cars  are  at  work  on  the  road,  when  re- 
pairs of  bridges  are  going  on.  or  any  description  of  re- 


pair which   interferes   for  the   time   with   the   safety   of 
the  track. 

45.  Torpedoes  must  be  carried  upon  every  train,  to 
be  used  as  follows:  Should  the  train  be  detained  from 
any  cause  during  the  night,  or  fogs,  or  storms  of  snow 
or  rain,  in  such  a  position  as  to  endanger  a  following 
or  approaching  train,  it  shall  be  the  duty  of  the  con- 
ductor, in  addition  to  all  other  precautions  provided 
for  by  these  rules,  to  have  two  torpedoes  placed  upon 
the  rails  at  a  sufficient  distance  to  avoid  all  risk  of  ac- 
cident; and  it  is  the  duty  of  all  engineers  to  stop  their 
train  as  soon  as  possible  after  the  explosion  of  a  tor- 
pedo, without  waiting  for  other  signals. 

46.  If  freight  trains  are,  at  any  time,  obliged  to 
keep  the  main  track,  in  passing  passenger  trains,  a  man 
with  a  flag  by  day,  or  lantern  by  night,  must  be  al- 
ways sent  half  a  mile,  or  more  when  necessary,  in  the 
direction  of  the  approaching  train,  to  give  suitable 
warning  for  it  to  approach  carefully,  and  the  con- 
ductor of  the  freight  train  must  see  that  the  switches 
are  right  for  the  passage  of  the  passenger  train. 

47.  To  avoid  risk  of  collision  no  extra  engine,  with 
or  without  a  train,  is  allowed  to  pass  along  the  line, 
without  previous  notice,  unless  by  express  permission 
of  the  superintendent  of  the  road  or  division. 

48.  Whenever  it  shall  be  necessary  to  send  an  extra 
engine  over  the  road,  it  shall,  in  all  cases,  precede,  and 
run  on  the  lime  of  some  regular  train,  and  shall  be 
entitled  to  all  the  rights  thereof,  and  shall  carry  the 
proper  red  signals  therefor;  in  such  cases,  the  regular 
train  shall  run  five  minutes  behind  its  time  table  time. 

49.  Whenever  an  extra  train  is  to  follow  another, 
notice  thereof  must  be  given  to  the  forward  train,  and 
the  conductor  must  notify  the  station  agents,  and  all 
conductors  whom  he  meets,  of  the  fact,  besides  carry- 
ing the  proper -signal.  All  trains,  when  they  are  to 
be  followed  by  extra  or  irregular  trains,  must  never  be 
stopped  where  the  view  from  behind  is  not  clear,  and 
for  a  distance  sufficiently  great  to  stop  a  train  after 
coming    into    sight. 

50.  The  rear  car  of  every  train  must  be  a  brake 
car,  and  a  man  must,  when  trains  are  in  motion,  be  al- 
ways stationed  on  that  car;  and  on  passenger  trains 
the  brakeman  must  be  on  the  rear  end  of  the  car.  This 
rule  applies  to  gravel  and  wood  trains,  as  well  as  others. 

51.  Whenever  any  train  is  twenty-four  hours  or 
more  behind  its  own  time,  per  table,  it  thereby  loses  all 
its  right  to  the  road,  against  all  kinds  of  trains,  and 
can  afterwards  only  proceed  as  an  extra  train. 

52.  When  trains  are  to  pass  each  other  the  train 
having  the  right  to  the  road  shall  occupy  the  main 
track,  excepting  when  there  are  special  orders  to  the 
contrary,  or  it  sliall  be  impracticable  to  thus  pass;  in 
which  case  sufficient  precaution  shall  be  used  to  pre- 
vent accident  or  unnecessary  delay. 

53.  Should  a  train  be  held  by  another  between  tele- 
graph stations  the  conductor  of  the  train  thus  detained 
may  require  the  first  train  passing  him,  bound  in  the 
same  direction,  to  flag  him  to  the  next  telegraph  sta- 
tion, on  his  arrival  at  which  he  must  report  to  the 
division  superintendent:  but  no  conductor  of  a  freight 
train  shall  have  the  right  to  be  flagged  by  a  passenger 
train,  in  case,  at  the  next  telegraph  station  or  some 
intervening  station,  said  passenger  train  should,  per 
time  table,  pass  a  train  of  its  own  class,  nor  in  any 
case,  unless  the  freight  train  is  in  readiness  to  follow 
immediately. 

Except    as    above    provided,    conductors    must    not 


600 


ERIE    RAILWAY    EDITION. 


cause  a  signal  to  be  carried  for  an  extra  train,  nor  per- 
mit an  extra  engine  to  precede  them  on  the  rights  ot 
their  train,  unless  directed  to  do  so  by  the  superintend- 
ent of  the  division,  or  by  such  agents  to  whom  tliey 
shall  delegate  this  power. 

54.  No  conductor,  in  running  a  train,  shall  assume 
the  rights,  or  take  the  time  of  any  other  train,  without 
special  orders  from  the  superintendent  of  the  division 
or  branch. 

55.  Flagmen,  when  left  by  their  conductor  to  pro- 
tect the  rear  end  of  his  train,  have  the  right  of  riding 
free  on  such  subsequent  train,  as  may  pick  them  up,  till 
they  overtake  their  own  train,  or  arrive  at  the  end  of 
their  route,  but  they  must  never  stop  an  express  train 
in  order  to  be  picked  up. 

56.  The  large  full  face  figures  on  the  time  tables  in- 
dicate the  regular  passing  places  of  trains.  The  pass- 
ing of  trains  on  the  double  track,  in  opposite  directions, 
is  not  indicated  on  the  time  tables,  but  conductors,  on 
arriving  at  the  end  of  double  track,  must  be  sure,  by  a 
careful  examination  of  the  time  tables,  and  proper  in- 
quiry, that  they  have  passed  all  trains  which  they 
should  have  passed. 

57.  Trains  will  not  stop  at  those  stations  or  passing 
places  against  which,  in  the  time  tables,  a  X  is  placed, 
unless  it  shall  be  necessary  so  to  do,  for  the  proper 
business  of  the  road,  to  take  wood  or  water,  or  to 
pass  or  get  out  of  the  way  of  other  trains. 

58.  All  Paterson  passenger  trains,  going  west,  will 
stop  at  Bergen,  on  signal,  and  the  mail  passenger  trains 
at  Pond  Eddy,  also  on  signal. 

59.  The  night  express  passenger  trains  and  the  milk 
passenger  trains  will  run  every  day. 

SECTION   FOURTH. 
REGULATIONS  FOR  THE  CONDUCTORS. 

60.  He  will  have  entire  charge  and  control  of  the 
train,  and  of  all  persons  employed  on  it,  and  is  re- 
sponsible for  its  movements  while  on  the  road,  except 
when  his  directions  conflict  with  these  regulations  or 
involve  any  risk  or  hazard,  in  either  of  which  cases  all 
participating  will  be  held  alike  accountable. 

61.  He  must  see  that  the  instructions  are  observed 
by  those  under  him,  and  report,  daily,  all  violations  of 
them. 

62.  He  must  see  before  starting  his  train  from  any 
terminal  station,  that  his  cars  are  clean,  and  in  good 
and  safe  order,  particularly  examining  the  wheels, 
axles,  brakes  and  springs,  and  while  on  the  road  that 
the  routine  duties  of  those  employed  on  the  trains,  and 
which  are  not  detailed  in  these  instructions,  are  faith- 
fully attended  to. 

6.^.  He  must  see  that  he  has  upon  the  train  signal 
flags,  red  lanterns,  with  a  sufficient  number  of  ordi- 
nary lanterns,  spare  shackles  and  pins,  oil,  etc.  He 
must  see  that  he  has  a  signal  cord  properly  connected, 
and  that  he  is  provided  with  the  customary  papers, 
dispatch  bag  and  boxes. 

64.  He  will  duly  call  the  attention  of  the  repairer  of 
cars,  or  of  the  station  agent  in  his  absence,  to  any 
damage  which  may  have  been  done  to  the  cars,  or  to 
any  which  may  come  to  his  knowledge,  that  it  may  be 
promptly  corrected,  and  he  must  notice  these  in  his 
reports. 

65.  He  is  responsible  for  attaching  the  tail  lamps 
to  the  last  car  of  the  train,  and  must  see  that  the  red 


tlags  or  lanterns  are  upon  the  engine  when  his  train  is 
to  be  followed  by  another.  When  a  car  is  detached 
on  the  way  he  must  see  that  the  tail  lamps  are  removed 
and  re-attacned  to  the  train. 

66.  The  conductor  of  a  train  carrying  red  tlags,  or 
red  flags  and  lanterns,  shall,  on  arriving  at  a  station 
beyond  which  it  is  not  to  be  carried,  notify  the  station 
agent  of  the  fact,  in  order  that  he  (which  it  shall  be 
his  duty  to  do)  may  give  notice  thereof  to  the  con- 
ductors of  other  trains  interested,  which  may  not  have 
reached  that  station.  The  first  named  conductor  shall 
also  notify  such  conductors,  when  he  meets  them,  and 
the  extra  train  must  arrive  at  stations  not  later  than 
the  latest  time  prescribed  for  the  regular  trains. 

67.  It  is  his  duty  to  check  the  engineers  when  they 
run  unsafely,  and  to  prescribe  to  them,  when  he  sees 
tit.  the  regular  rates  allowed  on  the  table,  or  slower 
rates,  if  the  track  is  in  bad  order. 

68.  He  must  not  permit  the  sale  of  books,  papers 
or  refreshments  in  the  cars  without  a  written  license 
from  the  superintendent  of  the  road  or  division. 

69.  He  must  not  allow  any  person  to  ride  in  the 
baggage  car  excepting  the  baggage  master,  or  out- 
side of  the  cars,  without  permission. 

70.  He  must  prevent  passengers  endangering  them- 
selves by  imprudent  exposure.  In  the  event  of  any  pas- 
senger being  drunk  or  disorderly,  to  the  annoyance  of 
others,  he  must  use  all  gentle  means  to  stop  the  nui- 
sance; failing  wdiich  he  must,  for  the  safety  and  con- 
venience of  all.  exercise  his  authority  and  keep  him  in 
a  separate  place  until  he  arrives  at  the  next  station, 
where  the  passenger  must  be  left. 

71.  Conductors  must  be  careful  never  to  make  the 
signal  for  starting  while  passengers  are  getting  aboard, 
and  should,  in  making  it,  stand  near  the  front  end  of 
the  front  passenger  car. 

72.  The  conductor  of  a  freight  train  has  leisure  on 
the  road  to  examine  the  wheels,  brakes  and  journals  of 
his  cars,  and  can  have  no  excuse  for  allowing  the  jour- 
nals to  be  neglected,  and  to  become  heated  on  the  road. 
It  will,  therefore,  always  be  presumed  that  the  conduc- 
tor is  inattentive  in  regard  to  his  subordinates,  if  they 
are  neglected.  He  is  expected  to  do  his  business 
promptly  and  entirely  at  the  stations  and  to  run  with 
regularity,  when  not  interrupted  by  delays  in  the 
trains,  mindful  that  he  is  running  his  train  to  do  th^ 
business  of  the  road,  and  not  merely  to  make  time  over 
it. 

73.  Conductors  of  freight  trains  must  take  no  load- 
ed cars  w-ithout  the  proper  way-bills;  nor  way-bills 
without  the  proper  cars. 

74.  He  is  reminded  that  it  is  his  duty  to  require 
of  the  engineer  attention  to  the  rules  of  the  road. 
Negligence  or  recklessness  on  the  part  of  the  engineer 
will  be  taken  as  a  proof  of  the  inefficiency  of  the  con- 
ductor, unless  such  conduct  has  been  duly  and  dis- 
tinctly reported  on  every  occasion  of  its  taking  place. 
He  will,  at  the  same  time,  treat  the  engineer  with  that 
consideration  due  to  his  very  responsible  duties,  and 
is  recommended  always  to  advise  with  him  in  cases  of 
difficulty. 

75.  In  case  of  accident  to  a  train,  or  of  stoppage 
on  the  main  track,  from  any  cause,  he  must  immedi- 
ately and  always  station  men  with  red  flags  by  day,  or 
red  lanterns  by  night,  and  torpedoes,  in  addition,  if  it 
be  foggy,  on  each  side  of  the  spot  on  single  track,  and 
back  on  double  track,  and  he  must  do  this,  as  a  mat- 
ter of  course,  at  all  times  and  places,  and  has  no  right 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


601 


to  assume  that  there  are  no  trains  approaching  on 
either  side  of  him.  He  will  also,  when  assistance  is 
wanted,  or  when  the  saiety  or  convenience  of  the  road 
requires  it,  send  messengers  to  the  station  agents  on 
either  side  of  him.  Such  agents  must  either  person- 
ally notify  all  approaching  trains,  or  station  a  man 
with  the  proper  signal  for  that  purpose.  It  the  acci- 
dent has  happened  to  a  passenger  train  which  has  the 
right  to  the  road,  the  conductor  must  immediately 
forward  a  written  message  by  a  trusty  person,  or  by 
telegraph,  when  it  is  available,  to  any  other  passenger 
train,  which  will  be  in  waiting,  and  every  agent  and 
employe  on  the  road  must  assist  him  in  forwarding 
the  said  message.  He  will  also,  when  he  is  likely  to 
be  delayed  long,  take  measures  to  communicate  with 
his  division  superintendent,  who  will  instruct  him  as 
to  what  course  to  pursue.  He  may  command  the 
services  of  any  freight,  wood  or  gravel  train,  or  hand- 
car, on  the  road,  either  to  forward  his  own  passengers, 
or  to  carry  a  message,  provided  that  he  give  no  orders 
which  shall  interfere  with  the  rights  of  other  trains 
that  may  be  on  the  road,  without  taking  measures 
first  to  notify  these  trains,  or  to  insure  their  safety. 
He  will  take  the  best  measures  within  his  reach  to 
have  his  train  forwarded  with  the  least  possible  delay, 
and  every  person  in  the  neighborhood  in  the  employ 
of  the  company  is  required  to  assist  him.  When  the 
train  is  ready  to  proceed  anew,  the  whistle  signal  shall 
be  used  to  call  in  the  men  stationed  out;  and  when 
men  belonging  to  any  train  are  stationed  out  under 
any  other  circumstances,  this  signal  shall  always  be 
used  to  call  them  in. 

76.  Great  importance  is  attached  to  the  most 
prompt  delivery  of  letters,  way-bills  and  dispatches, 
consigned  to  the  care  of  a  conductor;  and  any  neglect 
in  this  particular  will  be  severely  dealt  with. 

77.  He  will  see  that  the  doors  of  freight  cars,  loaded 
with  articles  liable  to  be  injured  or  stolen,  are  always 
closed  and  locked;  and  keep  the  brakemcn  at  their 
posts;  whenever  delay  occurs  at  a  station  from  freight 
being  improperly  stowed,  he  is  required  to  report  the 
circumstance  on  the  same  day  to  his  division  superin- 
tendent. 

78.  He  will  be  held  responsible  for  the  safety  of 
live  stock,  and  will  not  allow  them  to  be  transported 
in  close  cars  in  warm  weather,  but  will  be  particular 
to  carry  them  cither  in  open  cars,  or  covered  cars  that 
are  thoroughly  ventilated  from  the  ends  as  well  as  the 
sides.  When  there  are  any  horses  on  a  train,  unless 
the  owner  has  sent  a  person  in  charge  of  them,  he  will 
see  that  they  are  carefully  watered  and  moderately  fed 
on  the  road,  and  such  expense  shall  be  paid  him  by 
the  agent  at  the  end  of  his  stage. 

79.  It  will  be  his  duty  to  make  himself  acquainted, 
as  far  as  is  practicable,  with  the  condition  of  the  goods 
conveyed  in  the  train;  and  when  they  are  so  stowed 
as  to  be  liable  to  damage  to  change  the  stowage,  or 
leave  them  at  one  of  the  stations,  if  necessary,  to  be 
forwarded  more  safely  with  another  opportunity;  also 
at  the  end  of  his  trip,  to  see  that  no  pilfering  of  the 
contents  of  the  cars  has  been  committed. 

80.  Freight  conductors  will  be  held  personally  re- 
sponsible for  the  proper  care  of  all  goods  or  property 
entrusted  to  them,  while  in  their  charge,  and  will  be 
careful  to  see  that  the  same  are  delivered  to  the  sta- 
tion agents  according  to  the  way-bills. 

81.  It  is  a  very  important  part  of  his  duty  to  attend 
strictly    to    the    removal    of    empty    cars    from    sidings 


wlicre  they  are  not  wanted,  to  the  stations  where  they 
are  wanted. 

82.  If,  from  any  cause,  it  become  necessary  to  leave 
a  car.  or  freight  in  any  shape,  where  it  does  not  be- 
long, he  shall  note  the  facts  on  the  back  of  the  way- 
bill, and  give  notice  in  writing  to  the  agent  of  the 
station  where  left,  also  to  the  superintendent  of  the 
division  on  which  it  is  left,  without  delay;  and  shall 
use  all  other  means  in  his  power  to  have  the  same 
forwarded  to  its  proper  destination  with  the  least  pos- 
sible delay;  and  in  no  case  must  it  remain  over  twen- 
ty-four hours,  even  if  the  conductor  of  another  train 
be  obliged  to  leave  the  same  quantity  from  his  train 
to  take  it:  but  perishable  property  must  not  be  so 
left;  and  superintendents  of  divisions  will  discriminate 
as  to  the  kind  of  freight  to  have  the  preference. 

83.  He  will  see  that  all  switches  are  left  in  their 
proper  positions,  after  he  has  passed  or  used  them. 

84.  He  must  see  that  the  signals  at  the  draws  and 
at  the  junctions  are  right,  before  passing  them. 

85.  While  waiting  at  stations,  he  will  do  such  switch- 
ing as  may  be  reasonably  required  by  the  station  agent. 

SECTION  FIFTH. 
REGULATIONS  FOR  THE  ENGINEER. 

86.  He  must  not  start  his  train,  till  directed  by  the 
conductor,  nor  till  the  bell  be  rung.  He  must  inva- 
riably start  with  care,  and  see  that  he  has  the  w-hole  of 
his  train,  before  he  gets  beyond  the  limits  of  the  sta- 
tion; and  he  must  run  the  train  as  nearly  to  time  as 
possible,  arriving  at  the  stations  neither  too  soon  nor 
too  late. 

87.  He  must  cause  the  bell  to  be  run  (or  the  whistle 
to  be  sounded,  where  directed),  at  least  eighty  (80) 
rods  before  arriving  at  any  road  crossing,  and  to  be 
continued,  until  he  pass  it,  and  the  neglect  of  this  pre- 
caution required  by  law,  will  be  followed,  by  immediate 
dismissal. 

88.  He  must  sound  the  whistle  with  a  continued 
sound,  at  such  places  only  as  shall  be  indicated  by 
posts  erected  for  the  purpose,  marked  "W,"  or  when 
within  one-half  a  mile  of  every  station. 

89.  He  must  pass  by  stations  where  his  train  does 
not  stop,  at  a  much  reduced  rate  of  speed,  and  haul  up 
where  trains  are  receiving  passengers. 

go.  When  attached  to  a  train,  he  will  be  subject  to 
the  orders  of  the  conductor,  who  has  exclusive  charge 
of  the  train,  and  who  will  direct  him  when  to  start  and 
when  to  stop. 

91.  When  at  a  station,  and  not  attached  to  a  train, 
he  will  be  subject  to  the  orders  of  the  station  agent. 

92.  Every  engineer,  in  approaching  a  road  or  switch, 
should  move  at  a  moderate  speed,  and  see  that  the  way 
is  clear  before  he  reaches  it.  If  the  switch  be  not  seen 
to  be  right,  he  should  stop  till  he  is  sure,  and  a  very 
good  excuse  will  be  required  for  running  ofl  at  a  switch 
left  on  the  wrong  track.  The  absence  of  the  proper 
lights  at  those  switches  or  crossings  where  usually 
shown,  is  to  be  considered  as  a  signal  to  stop  the  train, 
which  the  engineer  inust  always  do,  and  he  must  not 
proceed  till  he  is  sure  that  all  is  right,  and  all  such 
omission  of  lights  must  be  immediately  reported  to  the 
superintendent. 

93.  In  running  behind  another  train,  he  must  so 
run  as  to  allow  the  train  in  front  of  him  to  be  at  least 
one   mile   ahead,    excepting   when   coming   to   stations. 


602 


ERIE    RAILWAY    EDITION. 


and,  in  apiiroacliing  a  station,  or  in  running  round  or 
entering  a  curve,  particular  caution  must  be  used  to 
avoid  the  possibility  of  running  into  the  leading  train. 
No  excuse  as  to  being  deceived  about  the  distance  will 
be  received  for  a  neglect  of  this  rule. 

94.  He  shall  allow  no  person  to  ride  on  his  engine, 
while  it  is  hauling  a  train,  or  on  the  tender  thereof, 
other  than  the  proper  persons  attached  thereto,  except- 
ing the  foreman  of  track  repairs,  the  conductor  of  the 
train,  and  the  officers  named  in  Rule  133.  Other  en- 
gineers having  the  right  to  ride  on  the  train,  by  virtue 
of  a  ticket  or  a  free  pass,  are  also  to  be  deemed  an  ex- 
ception to  this  rule,  at  the  discretion  of  the  engineer 
of  the  train. 

95.  He  is  held  responsible  that  his  engine  is  neat, 
clean,  and  in  good  working  order,  before  he  leaves 
the  engine  house,  and  that  the  spark  arrester  and  wire 
netting  over  the  smoke  pipe,  and  in  front  of  the  ash 
pan,  are  in  good  condition,  and  that  there  is  a  suf- 
ficiency of  wood  and  water  in  the  tender. 

96.  He  must  keep  a  good  lookout  as  he  moves  for- 
ward, for  any  signals,  either  from  the  repair  men,  or 
from  any  other  person,  or  for  any  indication  of  danger 
made  to  him,  all  of  which  he  is  responsible  for  seeing 
and  immediately  attending  to;  and  he  must  obey  any 
signal  made  by  a  repair  man,  or  other  servant  of  the 
corporation,  even  if  he  should  see  reason  to  think  such 
signal  unnecessary.  The  lives  of  passengers  are  en- 
trusted to  his  care,  and  it  is  fully  expected  that  he  will 
not  only  attend  to  every  signal,  and  to  all  his  instruc- 
tions, but  also  that  he  will,  on  all  occasions,  be  vigi- 
lant and  cautious  himself,  not  trusting  entirely  to  sig- 
nals or  rules  for  safety. 

97.  He  must  always  run  on  the  supposition  that  at 
any  station  he  may  find  a  train  out  of  place,  and  he 
must  have  his  train  well  in  hand,  in  approaching  a 
switch  or  station. 

98.  He  must  pass  the  draws  in  the  Passaic  and 
Hackensack  bridges  slowly,  and  with  great  care,  look- 
ing out  closely  for  the  signals. 

99.  Although  the  conductor  has  charge  of  the  train, 
the  engineer  will  not  therefore  be  considered  blameless, 
if  he  run  any  unnecessary  risk  on  the  road  without  all 
the  prescribed  precautions  being  observed,  which  are 
necessary  to  perfect  safety;  nor  will  he  be  relieved 
from  blame,  if  he  proceed  in  violations  of  the  instruc- 
tions or  orders,  even  should  the  conductor,  from  neg- 
ligence or  misapprehension,  direct  him  to  do  so. 

100.  He  shall  not  proceed  after  dark,  without  the 
proper  lights  on  the  front  of  his  engine.  If  the  proper 
lanterns  of  the  engine  are  out  of  order,  he  shall  place 
in  front  of  the  engine  common  white  lanterns,  which 
will  be  furnished  him  by  the  conductor  on  application. 

loi.  He  must  see  that  his  engine  is  provided  with 
a  pair  of  screw  jacks,  large  lantern  or  lanterns  for 
front  of  engine,  two  or  three  small  white  and  one  red 
lantern,  red  flags,  and  all  tools  necessary  to  meet 
casualties. 

102.  He  is  never  to  leave  his  engine  in  steam,  with- 
out shutting  the  regulator,  throwing  the  engine  out  of 
gear,  and  putting  on  the  tender  brakes. 

103.  He  will  not  be  allowed  (except  in  case  of 
accident  or  sudden  illness)  to  change  his  engine  on  the 
journey,  nor  to  leave  his  station,  without  permission. 

104.  He    is    strictly    forbidden    throwing    wood    or 


waste,    or    allowing    the    same    to    be    done,    from    the 
tender,  while  the  train  is  in  motion. 

105.  He  is  strictly  enjoined  to  start  and  stop  the 
tram  slowly,  and  without  a  jerk,  which  is  liable  to 
snap  the  couplings  and  chains;  and  he  is  further 
warned  to  be  careful  not  to  shut  off  steam  suddenly 
(except  in  case  of  danger),  so  as  to  cause  a  concussion 
of  the  cars.  This  rule  applies  especially  to  stock 
trains,  the  beasts  being  liable  to  be  thrown  down  and 
mjured  by  a  sudden  check. 

106.  The  utmost  care  must  be  exercised  in  pushing 
cars  into  turnouts,  so  as  to  avoid  injuring  them,  or 
other  property  of  the  company. 

107.  In  bringing  up  the  train,  he  must  pay  particu- 
lar attention  to  the  state  of  the  weather,  and  the  con- 
dition of  the  rails,  as  well  as  to  the  length  of  the  train, 
and  these  circumstances  must  have  due  weight  in  de- 
termining when  to  shut  off  steam.  Stations  must  not 
be  entered  so  rapidly  as  to  require  a  violent  applica- 
tion of  the  brakes,  or  the  sounding  of  the  whistle  sig- 
nal necessary,  and  every  instance  of  over-shooting  the 
station  will  be  reported  to  the  division  superintendent. 

108.  Whenever  he  sees  the  red  signal,  or  any  other 
which  he  understands  to  be  a  signal,  he  is  to  bring  his 
engine  to  a  stand,  close  to  the  signal,  and  on  no  ac- 
count to  pass  it. 

109.  He  must  pass  all  bridges,  which  are  indicated 
by  the  sign  "Slow,"  at  a  reduced  rate  of  speed,  and 
without   steam. 

no.  When  passenger  trains  are  behind  time,  he  is 
at  liberty  to  make  it  up,  in  whole  or  in  part,  with  the 
consent  of  the  conductor,  when  he  can  do  so  with 
safety,  provided  that  he  run  cautiously,  and  at  moder- 
ate rates  on  the  curves,  and  bad  parts  of  the  road. 

111.  When  a  conductor  is  disabled,  the  engineer 
will  be  held  responsible  for  the  safety  of  the  train,  un- 
til the  proper  persons  take  charge  of  it. 

112.  Engineers  of  freight  trains  must  always  take 
their  wood  between  stations,  when  there  is  any  ready, 
and  never  at  stations  where  passenger  trains  wood  up, 
excepting  in  cases  of  absolute  necessity,  unless  by  the 
order  of  their  superintendent, 

113.  In  passing  trains  on  double  track,  engines  will 
not  sound  the  whistle  unless  it  be  necessary. 

SECTION  SIX. 

RULES   FOR   THE    STATION   AGENT. 

114.  He  is  responsible  for  the  proper  use  and  care 
of  the  buildings  and  property  of  the  company,  and  is 
answerable  for  the  faithful  and  efficient  discharge  of 
the  duties  of  all  the  company's  servants  at  his  station. 

115.  He  must  see  that  all  orders  are  duly  executed, 
and  that  all  books  and  returns  are  regularly  written 
up  and  neatly  kept. 

116.  He  must  see  that  all  servants  at  the  stations 
behave  respectfully  and  civilly  to  passengers  of  every 
class. 

117.  He  must  inspect,  daily,  all  rooms  and  places  in 
connection  with  the  station,  and  see  that  they  are  neat 
and  clean. 

118.  He  must  be  careful  that  all  stores  supplied  for 
the  station  are  prudently  and  economically  used,  and 
that  there  is  no  waste  of  oil,  fuel  or  stationery. 

119.  He  is  not  allowed  to  be  absent  without  leave 
from  the  superintendent  of  his  division,  or  the  super- 
intendent,  except  from  illness,  in  whicfi  case  he  must 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


G03 


immediately  inlorm  the  division  superintendent,  and 
take  care  that  some  competent  person  is  entrusted  with 
the  duties. 

120.  Cars  must  never  be  allowed  to  slantl  on  the 
main  line,  but  must  be  placed  on  a  siding;  and  the 
wheels  must  be  securely  blocked. 

121.  Every  exertion  must  be  made  for  the  expedi- 
tious dispatch  of  the  station  duties,  and  for  insuring 
punctuality  in  the  trains. 

122.  He  is  required  to  see  that  every  article,  loaded 
in  the  cars,  is  entered  on  the  freight  forwarded  hook, 
and  on  the  way-bills;  and  also,  that  every  article  so 
entered  on  the  way-bills  is  actually  loaded  in  the  car 
designated  thereon. 

123.  He  is  held  personally  responsible  for  the  safe 
keeping  and  proper  delivery  of  all  goods  received  by 
him,  and  for  all  charges  due  thereon;  and  all  articles 
mentioned  upon  the  way-bills  will  be  considered  as 
having  been  received  by  the  agent  at  the  destined  sta- 
tion, and  in  good  order,  unless  otherwise  stated  by 
him  on  the  face  of  the  way-bill. 

124.  He  will  report  immediately  to  the  division  su- 
perintendent whenever  any  train  leaves  his  station  be- 
fore the  time  prescribed  in  the  time  tables,  unless 
telegraph  ordrs  shall  be  given  so  to  do. 

125.  He  will  have  charge  of  the  switchmen  at  the 
station.  Switches  must  always  be  on  the  main  track, 
excepting  while  immediately  being  used. 

126.  He  will  make  separate  way-bills  of  the  con- 
tents of  each  car,  and  also  of  freight  destined  to  dif- 
ferent stations.  It  is  absolutely  necessary  that  every 
loaded  freight  car  be  always  accompanied  by  a  way- 
bill, showing  its  contents  and  destination. 

127.  Agents  at  the  end  of  each  division  must  see 
that  the  names  of  the  freight  conductors  are  endorsed 
on  the  way-bills  of  freight  received  from  the  adjoin- 
ing divisions,  and  that  the  other  blanks  on  the  back 
thereof  are  filled  up. 

SECTION   SEVENTH. 

RULES    FOR    THE    VARIOUS    OFFICERS    OF 

THE   ROAD. 

128.  Every  conductor  and  engineer,  while  on  duty, 
must  have  with  him  a  copy  of  the  time  tables  and  in- 
structions. 

129.  In  the  time  tables,  various  stops  for  refresh- 
ments are  thus  indicated:  — ,  15  minutes;  — ,  20  min- 
utes; — ,  25  minutes;  — ,  30  minutes.  But  when  the 
train  is  behind  time,  no  fifteen-minute  stop  need  exceed 
ten  minutes;  nor  need  a  stop  marked  for  more  than 
fifteen  minutes,  exceed  fifteen  minutes. 

130.  The  conductors  and  engineers  are  required  to 
keep  themselves  informed  by  frequent  inquiries  at  the 
terminal  stations,  of  any  changes  in  the  regulations; 
and  ignorance  of  any  such  change  will  not  be  received 
as  a  reason  for  delays  or  accidents.  They  are  ex- 
pected faithfully  to  observe  the  instructions,  and  have 
no  discretionary  power  to  vary  from  them,  unless  in 
cases  where  the  variation  is  necessary  to  the  safety  of 
the  road. 

131.  All  conductors  and  engineers,  before  starting, 
are  required  to  compare  and  regulate  their  matches  by 
the  proper  standard  clocks. 

132.  Such  persons  as  by  law,  or  the  regulations,  are 
required  to  wear  badges,  must  never  appear  on  duty 
without  them. 


1J3.  The  president,  superintendents  of  divisions  and 
branches,  and  masters  of  engine  repairs,  on  their  own 
division,  may  give  written  permission  to  others,  lor 
one  passage  only,  to  ride  on  the  engine  or  tender,  but 
such  permits  must  be  collected  by  the  conductor. 

134.  In  case  of  a  collision,  it  will  be  assumed,  as  a 
rule,  unless  very  clearly  proved  to  the  contrary,  that 
the  conductors  and  engineers  of  both  trains  have  neg- 
lected some  of  the  many  precautions,  whether  written 
or  not,  wdiich  are  necessary  for  the  safety  of  the  road. 

135.  All  persons  when  at  work  upon  the  track,  are 
required  to  give  notice  of  any  obstruction  caused  by 
their  work,  by  exhibiting  red  Hags  or  red  lanterns  con- 
spicuously, and  at  a  sufficient  distance  from  the  ob- 
struction, in  both  directions  on  single  track,  and  on 
double  track  towards  approaching  trains;  and  all  con- 
ductors, engineers,  etc.,  are  particularly  enjoined  to 
stop  when  such  signal  is  exhibited. 

136.  No  verbal  message  touching  the  safety  of 
trains,  track  or  bridges,  must  be  sent  or  received,  ex- 
cept in  cases  of  pressing  necessity;  such  message 
should  be  sent  in  writing,  to  avoid  the  possibility  of 
misconstruction. 

137.  When  the  engineer  shuts  off  steam  at  stations 
where  the  train  is  to  stop,  thereupon  the  brakemen 
must  apply  their  brakes,  and,  using  judgment,  endeavor 
to  stop  at  the  station  without  the  necessity  of  the 
engineer  sounding  his  whistle.  Too  much  sounding 
of  the  whistle  impairs  its  value  as  a  signal  of  danger. 

138.  Brakemen  must  not  slip  the  wheels,  excepting 
in  cases  of  imminent  danger;  and  it  is  the  duty  of  the 
conductor,  and  a  very  important  one,  to  see  to  this 
matter.  He  should  report  to  his  division  superintend- 
ent all  breaches  of  this  rule. 

139.  The  train  men  are  required  to  stop  the  train, 
when  occasion  requires,  without  allowing  it  to  press 
upon  the  tender;  and  the  engineer  is  required  to  stop 
the  engine  and  tender,  without  allowing  them  to  draw 
upon  the  train. 

140.  Track  repairers  must  report  any  instance  of 
neglect  on  the  part  of  the  engineer  to  observe  their 
signals  of  caution  or  of  danger,  to  their  division  su- 
perintendent. 

141.  Conductors,  and  other  train  men,  must  not 
attempt  to  influence  passengers  in  favor  of,  or  against 
certain  hotels,  or  saloons,  but  must  act  impartially  in 
this  respect. 

142.  Whenever  the  telegraph  wire  shall  be  broken, 
the  conductors,  and  all  other  men  on  any  of  the  trains, 
should  report  the  fact,  and  the  place  of  the  break,  at 
the  next  telegraph  station. 

143.  Telegraph  operators  are  allowed  to  send  no 
messages  over  the  line,  excepting  such  as  are  connected 
with  the  business  of  the  road,  unless  by  permission  of 
their  own  superintendent,  or  of  one  of  the  superin- 
tendents of  the  road;  with  this  further  exception,  that 
they  may  transmit  prepaid  messages  when  they  relate 
to  missing  baggage  or  freight,  or  to  cases  of  sickness 
or  death. 

144.  Telegraph  operators  must  allow  none  of  their 
records  of  messages  to  be  read  by  any  persons  except- 
ing superintendents  or  higher  officers  of  the  road; 
and  when  they  are  absent  from  their  offices,  the  records 
must  be  kept  in  a  place  inaccessible  by  those  not  en- 
titled to  see  them. 

145.  The  telegraph   line   will   be  connected   through 


604 


ERIE    RAILWAY    EDITION. 


at  the  Delaware,  Susquehanna  an  J  Hornellsville  of- 
fices every  day  (Sundays  excepted),  at  precisely  4 
minutes  before  12  M.,  for  the  purpose  of  sending  the 
time.  At  precisely  4  minutes  before  12  o'clock,  the 
operator  who  is  to  send  the  time,  will  commence  beat- 
ing seconds  with  his  key,  and  will  continue  to  do  so 
until  12  o'clock,  in  order  to  give  every  operator  an 
opportunity  to  adjust  his  instrument.  At  precisely  12 
o'clock,  he  will  commence  saying  "i  i,"  which  he  will 
continue  to  repeat  for  one  minute,  immediately  after 
which,  he  will  sign.  The  connecting  ottices  will  then 
disconnect  each  division  of  the  line,  and  after  4  min- 
utes past  12,  business  will  go  on  as  usual.  It  must  be 
understood  by  those  interested,  that  all  other  business 
must  be  suspended,  and  that  no  operator,  excepting  the 
one  who  is  sending  the  time,  will  be  allowed  to  open 
the  circuit  after  4  minutes  before  12,  until  4  minutes 
past  12  under  any  circumstances  whatever.  In  case 
any  operator  is  unable  to  get  the  writing  from  the  one 
who  is  sending  the  time,  he  must  be  very  careful  to 
keep  the  circuit  closed  during  the  time  specified  above, 
even  though  he  may  suppose  the  time  is  not  being 
sent. 

SECTION    EIGHTH. 

BAGGAGE. 

146.  Station  agents  or  baggage  men  will  receive 
from  passengers  all  baggage  to  be  forwarded,  and 
check  or  mark  it  plainly.  They  will  deliver  it  to  the 
baggage  master  of  the  trains,  and  will  take  charge  cf 
all  baggage  left  by  them. 

147.  When  passengers  make  claim  for  lost  baggage 
of  any  station  agent,  he  must  take  an  accurate  and  par- 
ticular description  of  the  article  lost,  and  of  its  con- 
tents and  value,  with  the  date,  and  name  of  the  train 
by  which  it  was  lost,  and  immediately  forward  the 
same  to  the  agent  on  the  pier  at  New  York,  at  the 
same  time  making  all  the  search  for  it  he  can,  and 
inquiries  in  reference  to  it.  Whenever  any  baggage 
remains  at  a  station  more  than  one  week,  the  station 
agent,  unless  the  owner  is  known,  will  send  it  to  the 
agent  on  the  pier  at  New  York,  with  a  card  on  it. 
stating  from  what  station  it  is  sent,  and  when  and  by 
what  train  it  was  left.  In  no  case,  is  any  person  con- 
nected with  the  railroad  authorized  or  permitted  to 
take  charge  of  an  article  to  be  carried  in  any  pas- 
senger train,  when  no  person  accompanies  it. 

148.  .All  persons  authorized  to  check  mark,  forward 
or  deliver  baggage  must  use  the  greatest  care  to  make 
no  mistakes  in  doing  it.  and  when  lost  or  miscarried, 
to  look  it  up.  Negligence  in  either  of  these  respects, 
will  subject  the  party  in  fault  to  having  to  pay  the 
damage  imposed  on  the  company  by  his  negligence. 

149.  Baggage  checks  must  be  kept  at  all  times,  in 
a  secure  place,  and  they  must  not  be  exposed  to  theft 
and  loss. 

150.  Eighty  pounds  of  personal  baggage  will  be  al- 
lowed each  passenger,  and  all  articles  other  than  per- 
sonal baggage,  and  all  excess  of  personal  baggage, 
will  be  charged  for  at  double  the  first-class  rates  for 
freight  on  freight  trains,  and  must  be  prepaid. 

151.  No  corpse  must  be  received  for  transportation 
imless  it  is  securely  boxed  up  in  a  tight  and  strong 
box;  and  the  price  to  be  charged  for  its  transporta- 
tion in  a  passenger  train  is  double  the  first-class  fare. 


SECTION   NINTH. 

152.  Employes  of  the  company  disapproving  of  these 
or  other  regulations  of  the  road,  or  not  disposed  to  aid 
in  carrying  them  out,  are  requested  not  to  remain  in 
the  employ  of  the  company. 

153.  All  former  rules,  regulations,  or  instructions, 
which  are  inconsistent  with  the  foregoing  rules,  etc., 
are  hereby  repealed;  but  special  instructions  accom- 
panying any  time  tables  now  in  force,  will  remain  in 
force  during  the  existence  of  such  tables. 

CHARLES   MI  NOT,   Superintendent. 
Superintendent's   Office.   New   York,   Alarch  6,    1854. 


NEW   YORK   &   ERIE   RAILROAD. 
REGULATIONS   FOR   FREE   PASSES. 

I.  The  following  persons,  and  no  others,  will  be 
permitted  to  pass  free  over  this  railroad,  w-ithout  a 
ticket  or  pass: 

The  president  and  directors  of  the  company,  and 
their  families,  when  accompanied  by  themselves; 

Directors  may  pass  one  or  more  persons  free,  when 
accompanied  by  themselves. 

The  following  officers  and  employes  of  the  road: 

The  Secretary  and  Treasurer; 

The  Superintendent; 

The  Division  and  Branch  Superintendents; 

The  General   Freight  Agent. 

The  Express  Freight  Agent; 

The  General  Ticket  Agent; 

The   General   Land  -^gent; 

The  Auditor; 

The  Masters  of  Engine  and  Car  Repairs; 

The  Wood  Agents; 

The  Passenger  and  Freight  Conductors; 

The  Regular  Engineers,  doing  daily  duty; 

E.x-Directors,  for  one  year  from  the  time  they  ceased 
to  be  Directors. 

2.  The  passes  of  the  following  officers  will  be  re- 
spected: 

The  President. 
The  Secretary  and 
The  Superintendent. 

3.  Those  officers  against  whose  titles  a  X  is  placed 
in  the  above  list,  may  give  passes  on  their  own  divi- 
sion or  branch.  But  for  this  purpose,  the  Union  Rail- 
road, Eastern  Division  and  Newburg  Branch  shall  be 
considered  as  one  division,  and  the  superintendent  of 
either  may  give  passes  over  the  others. 

4.  No  pass,  excepting  as  provided  below,  shall  be 
given  or  taken  for  more  than  one  passage;  and  it  shall 
never  entitle  the  holder  to  a  return  passage.  No  pass 
in  pencil  shall  be  good. 

5.  All  passes  for  more  than  one  passage,  shall  be 
signed  by  the  president,  and  by  him  recorded  in  a 
book  kept  for  that  purpose;  and  no  free  pass  shall 
extend  beyond  the  year  in  which  it  is  given;  but  the 
superintendent  may  give  passes  to  employes,  for  not 
over  one  month  at  a  time. 

6.  The  station  agents  at  New  York.  Jersey  City, 
Piermont.  Delaware.  Susquehanna.  Elmira.  Hornells- 
ville and  Dunkirk,  from  their  more  general  duties, 
shall  be  allowed  to  pass  free,  when  traveling  on  busi- 
ness for  the  company.  All  other  station  agents  will 
pay  regular  fare,  when  traveling  on  business  of  the 
company;    the   amount   thus   paid   will   be   refunded,   if 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


605 


approved    by    the    division    superintendent,    upon    fur- 
nishing a  regular  voucher  at  the  end  ul  the  month. 

7.  The  foregoing  regulations  are  intended  to  apply 
as  well  to  the  ferry  as  to  the  road. 

8.  The  regulations  are  to  go  into  effect  on  the  first 
Monday  of  March.   1854. 

9.  The  superintendent  is  directed  to  dismiss  any 
conductor  who  shall  allow  a  free  passage  to  any  per- 
son, excepting  as  above  authorized,  or  who  shall  neg- 
lect to  make  full  and  accurate  returns  of  free  passengers 
as  required. 

ID.  The  superintendent  is  authorized  to  prescribe 
such  forms  and  colors  of  free  passes,  as  he  shall  deem 
expedient  to  prevent  fraud  in  their  use. 

The  foregoing  regulations  were  adopted  by  the  Ex- 
ecutive Committee,  February  25,  1854. 

All  free  passes,  for  one  passage,  (and  no  other  can 
be  given,  excepting  as  provided  in  Section  5.)  shall  be 
collected  and  returned  daily,  with  the  regular  tickets, 
to  the  general  ticket  agent.  Should  the  name  of  the 
person  passed  be  omitted,  the  conductor  inust  insert  it. 

Conductors  shall,  in  addition  to  endorsing  all  free 
passes,  for  one  passage,  with  their  names  (which  must 
always  be  done),  tear  off  a  small  piece  from  the  corner 
of  each  ticket  or  pass,  as  soon  as  presented  to  them, 
excepting  passes  for  more  than  one  passage,  to  indi- 
cate that  it  has  been  used;  and  in  order  to  show  the 
divisions  on  which  it  has  been  used,  the  following 
shall  be  the  manner  in  which,  by  this  tearing  off,  the 
various  divisions  are  indicated: 

The  Union  R.  R.  and  Eastern,  by  the  upper  right 
hand   corner: 

The  Delaware,  by  the  low'cr  right  hand  corner; 

The  Susquehanna,  by  the  upper  left  hand  corner; 

The  Western,  by  the  lower  left  hand  corner. 

Care  must  be  tised  not  to  tear  off  any  of  the  im- 
portant words  of  the  pass. 

CHARLES    MINOT,    Superintendent. 


TABLE 

Showing  the   Speed  of  an   Engine   when   the   Time  of 

Performing  a  Quarter,  Half  or  One  Mile  is  Given. 


Tim 

of  per- 

Time 

of  per- 

Time  of  per 

Speed 

furni  ng 

H 

forming  ii 

forming  1 

per  hour. 

mile. 

I' 

ile. 

mile. 

Miles. 

M 

.  S. 

M.  S. 

iM 

.s. 

5 

3 

00 

6 

00 

12 

00 

6 

0 

30 

5 

00 

10 

00 

7 

2 

08 

4 

17 

8 

34 

8 

52 

3 

45 

7 

30 

g 

40 

3 

20 

6 

40 

10 

30 

3 

00 

6 

00 

1 1 

21 

2 

43 

5 

27 

I J 

15 

2 

30 

5 

00 

1,1 

ng 

2 

18 

4 

37 

14 

04 

2 

oS 

4 

17 

15 

00 

00 

4 

00 

t6 

0 

56 

52 

3 

45 

17 

0 

52 

46 

3 

31 

18 

0 

50 

40 

3 

20 

19 

0 

47 

34 

3 

09 

20 

0 

45 

30 

3 

CO 

21 

0 

42 

25 

2 

51 

22 

0 

40 

21 

2 

43 

23 

0 

39 

18 

2 

36 

Time  of  p,>r- 

Tirm 

of  PIT- 

Time 

if  per 

Speed 

forming  ,'4 

forming  hi 

foi-ming  1 

per  hour. 

mile. 

mile. 

mi 

le. 

Wiles. 

M.  S. 

M.  S. 

M. 

S. 

24 

0  37 

I 

'S 

2 

30 

25 

0  36 

1 

12 

24 

26 

0  34 

I 

09 

18 

27 

0  33 

I 

06 

13 

28 

0  32 

I 

04 

08 

29 

0  31 

I 

02 

04 

30 

0  30 

1 

00 

00 

31 

0  29 

0 

58 

56 

32 

0  28 

0 

56 

^■i 

M 

0-  27 

0 

54 

49 

34 

0  26 

0 

53 

4<) 

35 

0  25 

0 

51 

43 

36 

0  25 

0 

50 

40 

37 

0  24 

0 

48 

37 

38 

0  24 

0 

47 

34 

39 

0  23 

0 

46 

32 

40 

0  22 

0 

45 

30 

41 

0  21 

0 

43 

-7 

42 

0  21 

0 

42 

25 

43 

0  20 

0 

41 

23 

44 

0   20 

0 

40 

21 

45 

0   20 

0 

40 

20 

46 

0  19 

0 

39 

16 

47 

0  19 

0 

38 

16 

48 

0  iS 

0 

37 

15 

49 

0  18 

0 

36 

13 

50 

0  18 

0 

36 

12 

51 

0  17 

0 

35 

10 

52 

0  17 

0 

34 

09 

53 

0  17 

0 

34 

07 

54 

0  16 

0 

33 

06 

55 

0  16 

0 

32 

05 

56 

0  16 

0 

32 

04 

57 

0  15 

0 

31 

03 

58 

0  15 

0 

31 

02 

59 

0  15 

0 

30 

01 

60 

0  15 

0 

30 

00 

The  following  list  contains  the  names  of  the  present 
officers  of  this  railmnd.  viz.: 

President — Homer  Ramsdcll. 

Vice-President — Samuel   i\larsh. 

Directors — Homer  Ramsdell,  Samuel  Marsh,  Henry 
Shelden.  William  E.  Dod.ge,  Shepherd  Knapp.  Cor- 
nelius Smith,  Thomas  J.  Townsend,  Marshall  ().  Rob- 
erts, Charles  M.  Leupp,  Gouvcrneur  Morris,  Nelson 
Robinson.  William  J.  McAIpine,  Daniel  Drew,  Ed- 
ward C.  Weeks,  Alanson  Robinson,  John  Arnot,  Am- 
brose S.  Murray. 

Secretary — Nathaniel   Marsh. 

Treasurer — Nelson  Robinson. 

Superintendent  Union  Railroad  Division — Henry 
Hoobs. 

Superintendent   Eastern   Division — J.  J.   Lawrence. 

Superintendent  Delaware  Division — W.  H.   Power. 

Superintendent  Susiiuehanna  Division  —  R.  N. 
Brown. 

Superintendent   Western   Division — J.  A.    Hart. 

Superintendent   Nevvburg  Branch — Peter  Ward. 


606 


ERIE    RAILWAY    EDITION. 


General  Freight  Agent — M.  B.  Spaulding. 
Express  Freight  Agent — Charles  S.  Tappan. 
General  Ticket  Agent — G.   L.   Dunlap. 
General  Land  Agent — Asher  Tyler. 
Auditor— T.  W.  Waters. 

Master  of  Engine  Repairs,  Pierinont — Harvey  Rice. 
Master     of     Engine     Repairs,     Susquehanna — J.     B. 
Gregg. 

Master  of  Car  Repairs — A.  C.  RadcHffe. 

General  Wood  Agent — D.  K.  Robinson. 

Wood  Agent  Union  Railroad,  Eastern  and  Delaware 


Divisions  and   Newburg  Branch — A.   Griffiths. 

Wood  Agent  Susquehanna  and  Western  Divisions- 
George  W.   Smith. 

Station  Agent  New  York — L.   L.   Lockwood. 

Station  Agent  Jersey  City — A.  Stone. 

Station  Agent  Pierniont — R.  H.  Blake. 

Station  Agent  Delaware — George  W.   Bard. 

Station  Agent  Susquehanna — O.  O.  Bennett. 

Station  Agent  Elmira — Solomon  Bowles. 

Station  Agent  Hornellsvillc — H.  B.  Smith. 

Station  Agent  Dunkirk — Addison  Hills. 


K0^T1:K  UF  CKIU  1:AGIM:I:K^. 


Acker.    V.    v..    Bradford,    Pa. 
Acker.   \V.   H.,   Hornellsville,   N.   Y. 
Ackcrman.  J.  B.,  New  Jersey  &  New 

York  R.  R. 
Adsit.  VV.  H.,  Mcadville  Divn. 
Ahorn,  Jolin,  New  York  Divn. 
Albright,   Frank.   Buffalo,   N.   Y. 
Aldricht,  W.   F.,  Buffalo,   N.   Y. 
Alexander,      Edgar      W.,     Youngs- 
town,   O. 
Alexander,  Seth.  Cleveland.  O. 
Alger,   C.   H.,   Bradford.   Pa. 
Allen,  C.   N.,  Hornellsville.   N.   Y. 
Allen,  Chas.  A..  Horneiisvilie.  N.  Y. 
Allen,  H..  Allegheny  Divn. 
Allen.  I.  C,  Hornellsville.  N.   Y. 
Aliwood.  N.  B.  J.,  New  York  Divn. 
Almy,   \V'..  Allegheny  Divn. 
Amey,  C.  H..  Hornellsville.  N.  Y. 
Anderson,  John  E.,  Cleveland.  (). 
Anderson.  VV.  H.,  .Susquehanna.  Pa. 
Angle.  C.  D.,  Port  Jervis.  N.  Y. 
Annan.  D.  B..  Ciicago,  Iii. 
Anthony.  Beni.,  New  Jersey  &  New- 
York   R.    R. 
Armstrong,  G.  W.,  Meadville,  Pa. 
Artnstrong,  W.   E..  Galion,  O. 
Arnold.   C.   H.,   Hornellsville,   N,   Y. 
Arnold.  R.  M..  Meadville.  Pa. 
Atwood.   B.   D.,   Meadville   Divn. 
Aular.  Geo.,  Hornellsville,  N.  Y*. 
Auniock,  William  C,  Deposit.  N.  Y. 

Aungst.  F.  T..  .Xkron,  O. 

Aurvansen.      .Abraham      I..       ler^cv 
City.   N.  J.  "         ■ 

Averiii,  Geo.  1..  .Vvon.  X.   Y. 

Badglty.  G.  A.,  Horne.isviile.  N.  Y. 

Eadg.ey.   H..  Corning.  N.  Y. 

Bag.ev.   D..    Hornellsville.   X.   Y. 

Baiiev.  J..  Buffalo,  N.  Y. 

Baker  j.   M.,  Meadville,  Pa. 

Baker,   Wm.   B.,  Huntington,  ind. 

Balcom,    F.    L.,   .Allegheny   Divn. 

Baldw.n.  A.  C.  Cleveland.  O. 

Baldwin.  J.   M..  New  \'ork  Divn. 

Bali.  Geo.   W..  Susquehanna,   Pa. 

Banta.  C.  H..  Jersey  City.  N.  J. 

Barnes.  C.  W..   Bradord.  Pa. 

Barry,  J.,   Meadville   Divn. 

Barry.  J.  M..  Carbonda:e.   Pa. 

Barry.  \V.,  Mcadville  Divn. 

Bart.ctt.  H.  W..  Buffalo.  X.  Y. 

Beaching.  C.  H..  Huntington,  ind. 

Beal.  \V.  A..  New  CastleT  Pa. 

Bcattv.  G.  H.,  Port  Jervis.  N.  Y. 

Bcatty  J.  W.,  Mcadville  Divn. 

Beatty.  M.  J..  Port  Jervis.  N.  Y. 

Beaver.  A..   Ht-ntington.   ind. 

Beck.   C.    Huntirglon,   Ind. 


Beck,  J.,   liuiuinglon.   Ind. 
Beckhorn  S.   \V.,  Allegheny   Divn. 
Beckley.  J..  Butl'alo,  N.  Y. 
Beem,  P.,  Chicago  &  Erie  R.  R. 
Bell,  Asa,  Port  Jervis,  N.  Y. 
Bell,  W.,  Buffalo,  N.   Y. 
Bender,  G..   Buffalo,  N.  Y. 
Benedict  W.  R.,  Buffalo,  N.  Y. 
Benn.   O..   Hornellsville,  N.   Y. 
Bennett,  C.  R..  Rochester  Divn. 
Bennett.    H..    Huntington,   Ind. 
Bennett,  N.  R..  Horneiisvilie,  N.  Y. 
Benson.  G.   B..   Meadville,  Pa. 
Benstead.  R.  J..  Buffalo,  N.  Y. 
Berg,  Louis,  Chicago,  111. 
Bergman,  W..   Buffalo,   N.   Y. 
Bernard.  J.  W..  Allegheny  Divn. 
Berrvman.  J..  Buffalo.  N.  Y. 
Bicknell,  H.  D.,  Hornellsville,  N.  Y. 
Biggs,  Nick,   Paterson,  N.  J. 
Binman.   A.,    New   York   Divn. 
Bishop.     C.     H.,     Greenwood     Lake 

Divn. 
Bishop.   I.  .\..  Corning.  N.  Y. 

Bissell.   .\.  G.,   Cleveland,   O. 
B.ack,   Edw.,  Waldwick,  N.  J. 

Blake.  F.   E.,  Hornellsville,  N.   Y. 

Blanch.  Wm.,  New  York  Divn. 

Bliss,   Chas.   E.,   Carbondale.   Pa. 

Blizard,  C.  W.,  Jersey  City.  N.  J. 

Blocker,  E.  S.,  Huntington.  Ind. 

Bloker,  L.  F..  New  York  Divn. 

Boalt.   E.  S.,  Dayton,  O. 

Bodley.  Geo.,  Chicago.  111. 

Bogardns.  F.  H..  Port  Jervis.  N.  Y. 

Bogert,  D.  D.,  New  York  Divn. 

Boggs,  J.  S.,  Mcadville,  Pa. 

Boiton,  Enos,  Hornellsville,  N.  Y. 

Bond.  G.  W..  Buffalo.  N,   Y. 

Bond.  Sam.  New  York  Divn. 

Bonney,  J.,  Tioga  Divn. 

Boorn,  S.  W.,  Johnsonburg.  Pa. 

Booth,  C.   E.,   Huntington.   Ind. 

Bork.  A.  A.,  Buffalo,  N.   ^■. 

Bosworth,  C.  G..  Cleveland.  (J. 

Boughton,    F.    C.    Honiellsville,    N. 
Y. 

Bowen.  G..  New  York  Divn. 

Powker.  Chas..  Mahoning  Divn. 

Bnvd.  F.  E.,  Port  Jervis.  N.   Y. 

Boyden,  S.   E..  Oakland.   Pa. 

Boyden,  W.,  Susquehanna.   Pa. 

Boy'.c.    E.   C,   Meadville   Divn. 

Boyle.  J.  C.  Vallonia.  Pa. 

Brace,  J.  R..  .\lleglieny  Divn. 

Bradley.  J.  J..  New  York  Divn. 

Branch,  W.  J.,   New  York  Divn. 

Brannen.  J.  J..  Youngstow'n.  CJ. 

Braun.  .\.  W..  Chicago  &  Erie  R.  R. 

607 


Bravo.  J.  R.  (?).  Sus<inehaiina  Divn. 
Bravton.   K.   H..  Avon.  N.  Y. 
Brees.   L.  W..   Buffa.o,  N.   Y. 
Brew.  William.  Port  Jervis,  N.  Y. 
Brick.  Anthony.  Buffalo,  N.  Y. 
Briggs,  A.  H.,  Allegheny  Divn. 
Bri^s,   Geo.,  Galion,  O. 
Bngmshaw,  Geo.,   New   York   Divn. 
Brinev.  Jas..  Chicago,  111. 
Brink.  E.  A..  Hornellsville,  N.  Y. 
Brinkel,  Jacob,  Buffalo,  N.  Y. 
iiritton.  S.,  Meadville  Divn. 
Broderick,  P.  J.,  Hornellsville.  N.  Y. 
Brohm,   Louis,  .-Mlegheny  Divn. 
Brook,  H.  S.,  Hornellsville,  N.  Y. 
Brown,  B.  F.,  Oil  City,  Pa. 
Brown,  C.  E.,  Mcadville,  Pa. 
Brown,  h.  W.,  Waveriy,  N.  Y. 
Brown,  J.  F.,  Allegheny  Divn. 
Brown,  George.   Huntington.   Ind. 
Brown,  G.  W.,  Port  Jervis,  N.  Y. 
Brown,   P.  F..  Jamestown.   N.  Y. 
Brown,    W.    H.,    Greenwood     Lake 

Divn. 
Brown,     W.     J..     Greenwood     Lake 

Divn. 
Brown,  C.  W.,  Meadville  Dun. 
Bruce,  J..  Chicago.  111. 

Bruman,  W.  J.,   Buffalo,  N.  Y. 

Brumbaugh.   J..    Huntington,   Ind. 

Bruner.  J.   F..   Meadville,   Pa. 

Brunnett.  J.   B.,   Meadville,  Pa. 

Brvan,  Abncr.  Galion.  O. 

Bu"bb.  J.  G.,  Buffalo,  N.  Y. 

Buckle  John.  Port  Jervis,  N.  Y. 

Buckley,  J.  J.,  Sr.,  Susquehanna,  Pa. 

Buckley,  J.  J..  Jr..  Sus(iuehanna,  Pa. 

Buckley.  Jeremiah,   Carbondale,   Pa. 

Bunnell,  W.  H.,  New  York  Divn. 

Burgess,  E.,  Meadville  Divn. 

Burke,  M..  Buffalo.  N.  Y. 

Burke,  William.  New  York  Divn. 

Burnison,  Alex..  Huntington.  Ind. 

Burn.   O.,   .\llcgheiiy   Divn. 

Burns,  A.  L.,  Huntington,  Ind. 

Burns.  John,  New  York  Divn. 

Burrows.  E.  C.  Cleveland,  O. 

Burt,  C.  L.,  Hornellsville,  N.  Y. 

Burt,   Geo.,   Hornellsville,   N.   Y. 

Burt.  W.  H.,  Allegheny  Divn. 

Bush,   Geo..   Huntington,   Ind. 

Bushncll.    F.    G..    Chicago    &    Erie 
R.   R. 

Butler.  D.  C.  Huntington.  Ind. 

But'.cr,  J..   Hornellsville.   N.   Y. 

Bvers.  B.  B.,  Meadville  Pa. 

Bycrs,  W.  R.,  Meadville   Divn. 

Cahalane.   P.  J.,   Huntington.   Ind. 

Caldwell.  J.  F..  Meadville  Divn. 


808 


ERIE    RAILWAY    EDITION. 


Callahan.  Thomas,   Cleveland,   U. 
Callahan.  John.  Port  Jervis,  N.  Y. 
Callahan,  John,   Buffalo,  N,  Y. 
Campbell,    M.    P.,    Hornellsville,    N. 

Y. 
Campbell.  S.,  Jersey  City,  N.  J. 
Campbell,  Thos.,  Deposit,  N.  Y. 
Campbell.  W.,  Akron,   O. 
Campion,  T.  W.,  Binghamton,  N.  Y. 
Campman.  G.  R.,  Sharon,  Pa. 
Canfield,  Jas.,  New  York  Divn. 
Cantield,  John,  New  York  Divn. 
Canfield,  VV.  H.,  New  York  Divn. 
Cantwell,  R.,  Youngstown.  O. 
Carey,  D.  E.,  Hornellsville,  X.  Y. 
Carl,  A.  M.,  New  York  Divn. 
Carlough,  H.  L.,  New  York  Divn. 
Carpenter,  J.  J.,  New  York  Divn. 
Carpenter,   P.,  New  York  Divn. 
Carpenter,  W,  S.,  Port  Jervis,  N.  Y. 
Carr,  J.  C,  Galion,  O. 
Carskadden,  A.   L.,  Meadville,  Pa. 
Carter,  J..  BuiTalo,  N.  Y. 
Carty,  Thos.,  New  York  Divn. 
Casey,  Geo.,  Galion,  O. 
Caskey,  Clark,  Port  Jervis,  N.  Y. 
Caskey,  H.  B.,  New  York  Divn. 
Cassell,  Isaac,  New  York  Divn. 
Catline,  A.   L.,   Meadville  Divn. 
Caughey,  Geo.  H.,  Chicago,  111. 
Chambers,   H.   C,   New  York  Divn. 
Chapman.  J.  K.,  Alleghenv  Divn. 
Chase,  F.  V.,  Port  Jervis, 'N.  Y. 
Chick,  \V.  H.,  Jamestown,  N.  Y. 
Choate,  F.,  Binghamton,  N.  Y. 
Chnrch,  C.  C,  Galion,  O. 
Clansev,  J.,  Meadville,  Pa, 
Clark,  'Christ  F.,  Hoboken,  N.  J. 
Clark,  C.  L.,  VValdwick,  N.  J. 
Clark,  Albert,  New  York  Divn. 
Clark.  H.  L.,  Allegheny  Divn. 
Clark,  R.  E.,  Huntington,  Ind. 
Clark,  S.  C,  New  York  Divn. 
Clarke,  S.  S.,  Jersey  City,  N.  J. 
Clark,  T.   C,  Allegheny  Divn. 
Clark,  Wallace,  Hornellsville,  N.  Y. 
Clark,  W.  C,  Alleehenv  Divn. 
Class,  E.  H.,  Cleveland.  O. 
Cleary,  Michael,  New  York  Divn. 
Clendenning,  H.  \\..  BulTalo,  N.  Y. 
Clifford,  J.  D.,  Jersev  City,  N.  J. 
Clifford,  M.,  Buffalo,  N.  Y. 
Clogston.  G.  B.,  Alleghenv  Divn. 
Clough,  G.  P.,  Bradford.  Pa. 
Cobb,  L.  J.,   Meadville  Divn. 
Cochrane,  Samuel.  Meadville,  Pa. 
Coffey,  C.  E.,  Wellsburg,  N.  Y. 
Cole,  B.  W.,  New  York  Divn. 
Cole,  I.,  Closter,  N.  J. 
Cole,  W.   R.,  Huntington,  Ind. 
Coleman  C.  S.,  New  York  Divn. 
CoUigan,  T.  J.,  Carbondale,  Pa. 
Collins,  A.   E.,   Huntington,   Ind. 
Collins,  J..   Meadville   Divn. 
Collins,  T.  L.,  Allegheny  Divn. 
Collins,  M.  D.,  Meadvilfe  Divn. 
Combs,  D.   E.,  Allegheny  Divn. 
Comerly,  J.  S..  Hornellsville.   N.   Y. 


Comptou,  R.  F.,  New  York  Dn  n. 
Cooke,  J.  E.,  Port  Jervis,  N.   Y. 
Cook  C.  G.,  Hornellsville,  N.  Y. 
Cook,  S.  A.,  Meadville  Divn. 
Cook,  W.  H.,  Meadville,  Pa. 
Cook,   William   R,    Cincinnati   Divn. 
Cookes,  J.  A.,  Cincinnati  Divn. 
Cooney,  J.  E.,  New  York  Divn. 
Cooper,  E.  S.,  Allegheny  Divn. 
Cooper,  J.  A.,  Galion,  O. 
Cooper,  G.  H.,  New  York  Divn. 
Cooper,  W.  D.,  Cincinnati  Divn. 
Cooper,  O.  A.,  Buffalo,  N.  Y. 
Coots,  Jos.,  New  York  Divn. 
Conlon,  J.  T.,  Hornellsville,  N.  Y. 
Conn.  Wm.,  Port  Jervis,  N.  Y. 
Conklin,  Ed.,  Waldwick,  N.  J. 
Conklin,  G.  H.,  Suffern,  N.   Y. 
Conklin,  Luther,  New  York  Divn, 
Connolly,  J.  S.,  Hornellsville,  N.  Y. 
Conlin,  J.  T.,  Owego,  N.  Y. 
Connon,  F.  S.,  Huntington  Ind. 
Conroy,  J.,  Susquehanna   Divn. 
Corbett,  James,  Chicago,  111. 
Corf,  C.  F.,  Allegheny  Divn. 
Corlett,  S.  G.,  Cleveland,  O. 
Corwin,  F.  G.,  Port  Jervis,  N.  Y. 
Cowan,  G.  T.,  New  York  Divn. 
Cox  E.  H.,  Jersey  City.  N.  J. 
Cox,  W.  G.,  Huntington,  Ind. 
Craft,   D.,   Carbondale,   Pa. 
Craft,   R.  A.,   Carbondale,   Pa. 
Cragan,  D.,  Mahoning  Divn. 
Cragan,  John,  Youngstown,  O. 
Cramer,  J.  J.,  Chicago  &  Erie  R.  R. 
Crane.  Asa,  New'  York  Divn. 
Crane.  J.   E.,  Huntington,  Ind. 
Creegan.  D.,  Susquehanna.  Pa. 
Crissman,  A.  W.,   New   York  Divn. 
Crissman,  J.  B.,  New  York  Divn. 
Cronenwett,  John,   Cincinnati    Divn. 
Cronin,  P.  J..  Buffalo,  N.   Y. 
Crosby.  W.  T..  Bradford,  Pa. 
Grossman,  I.  H..  Buffalo  N.  Y. 
Crow,  A.  D.,  Huntington,  Ind. 
Crowley,  Wm.,  Port  Jervis,  N.  Y. 
Crumb,  C.  A.,  JSIeadville,  Pa. 
Crumb,  G.  B.,  Galion,  O. 
Cubben,  Thos.,  Mahoning  Divn. 
Cull,  J.  J.,   Huntington,   Ind. 
Cummings,  H.,  ^leadville.  Pa. 
Cunneen.  Jas.,  New  York  Divn. 
Ciinneen,  W.,  New  York  Divn. 
Curran,  Wm.   H.,  Chicago,  111. 
Curran,  W^,  New  York  Divn. 
Currier.  J.  J.,  Delaware  Divn. 
Currier.  T.  J.,   Binghamton,   N.   Y. 
Curry.  A.,  Bioomfield,  N.  J. 
Curtis.  Matt  J.,  Matamoras,  Pa. 
Curtis,  W.  C,  ^leadville  Divn. 
Cutler,  W.  O.,  New  York  Divn. 
Davis,  G.  W.,  Huntington,  Ind. 
Dagion,  T.  C,  New  York  Divn. 
Daley,  Jas.  G.,  Youngstown,  O. 
Dalev,  M.  J.,  Youngstown,  O. 
Dalv".  P..  Buft'alo.  X.   Y. 
Dalv,  S..  Buffalo,  N.  Y. 
Danahev.  J..  Buffalo,  N.  Y. 


Dando,  J.  M..  Dayton,  O. 
Darr,   I.    N.,   Huntington,    Ind. 
Darr,  J.  W.,  Huntington,  Ind. 
Davis,  Alfred,  New  York  Divn. 
Davies.  C.  H.,  Cleveland,  O. 
Davis,  C,  Meadville,  Pa. 
Davis,  C.  A.,  New  York  Divn, 
Davis,  C.  N.,  Bradford,  Pa. 
Davis,  G.,  Cleveland,  O. 
Davis,  J.   L.,  Allegheny  Divn. 
Davis,  J.  M.,  Youngstown,  O. 
Davis,  O.  A.,  New  York  Divn. 
Davis,  S.   E.,   New  York  Divn. 
Davis.  W.  F.,  Meadville,  Pa. 
Day,  A.  B.,  Briar  Hill,  O. 
Daze,  J.  J.,  Galion.  O. 
Deane,  Frank,   Cleveland,  O. 
De  Baun,  F.  E.,  Hillsdale,  N.  J. 
Decker,  J.  R.,  New  York  Divn. 
Decker.  R.  A..  Jr.,  Buffalo,  N.  Y. 
Deen,   E.   C,   Huntington,  Ind. 
Delancey,  A.  C.  Elmira.  N.  Y. 
Delancey,  J.  J.,  Binghamton,  N.  Y. 
Delaney.  W.,  Tioga  Divn. 
Delaney,  F.,  Port  Jervis,  N.  Y. 
De    Levergne,    C,   Hornellsville,    N. 

Y. 
Demarest,  J.  F.  H..  Nyack.  X.  Y. 
Denuith,   L.   L..   Huntington,   Ind. 
Devore,  E.  B..  Meadville  Divn. 
Dewey,  M.,  Hornellsville,  N.  Y. 
Dexter,  T.  A.,  New  York  Divn. 
Dice.  John.  Galion,  O. 
Dickinson,  J.  R.,  Huntington,  Ind. 
Dick,  T.  J.,  Cleveland,  O. 
Didav.  J.,   Gabon,   O, 
Diehi,  P.  A..  Cleveland.  O. 
Dill  C.  H..  Cleveland,  O. 
Dill,  H.  E..  Sharon.  Pa. 
Dill,  Thos.,  Sharon,  Pa. 
Dillon.  A.  J..  Port  Jervis.  N.  Y. 
Dillon,   Tos.,  New  York  Divn. 
Dodge,  'C.  S.,  Buffalo,  N.  Y. 
Doe,  J.  E.,  Port  Jervis,  N.  Y. 
Dolan.   P..   Buft'alo,  N.  Y. 
Dollard.   M..  Chicago,  111. 
Donlin.  W.  H.,  Meadville  Divn. 
Donneh.  J.  T.,  Jersey  City.  N.  J. 
Donovan.  J.  D..  Youngstown,  O. 
Donovan,  J.  B..  Youngstown,  O. 
Donovan,  P.  J..  Buffalo.  N.  Y. 
Doolev.   T.    F.,   Buffalo,   N.   Y. 
Dooley.  Wm.,  Waldwick.  N.  J. 
Dooley,  W.  H.,  Jr..  Waldwick,  N.  J. 
Dore,  A.  S.,  Allegheny  Divn. 
Dore,  C.  A.,  Allegheny  Divn. 
Doremus,  J.  A.,  Northern  R.  R. 
Doremus,  O.  B.,  New  Jersev  &  New 

York   R.   R. 
Doty,  A.  C,  Allegheny  Divn. 
Doty,  C.  J.,  Waldwick,  N.  J. 
Doty.  J.  H.,  Cincinnati  Divn. 
Douglas,  S.  C,  Galion,  O. 
Douglas,  J.  J.,  Marion,  O. 
Downs,  John,  New  York  Divn. 
Draa,  T.  D.,  Galion,  O. 
Drake.  J.  M.,  New  York  Divn. 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


609 


Drake,  \V.  li.,  xVcw  York  Divn. 
Dnscoll,  D.,  West  Orange,  N.  J. 
Uruiiimoiul,      James,      Jersey      City 

Heights,  N.  J. 
Diigan,  C,  Buffalo,  N.   V. 
Uurfy,  M.,  Jersey  City,  N.  J. 
Duffy,  Thos.,  New  York  Divn. 
Dviley.  John,  Port  Jervis.  N.  Y. 
Dunhar,  C.  F.,  Meadville,  i'a. 
Dunbar,  \V.  B.,  Meadville,   Pa. 
Dunham,  J.  H.,  Galion,  O. 
Dunlea,  John,  Susquehanna,  Pa. 
Dunn,   Geo.  A.,  Hawley,   i'a. 
Dunn,  W.  C,   Niles,  O. 
Duryea,  J.  R.,  New  York  Divn. 
Dwight,  R.  L.,  Hornellsville,  N.   Y. 
Dykes,  William,  Cleveland,  O. 
ICastman,  H.,  Cleveland,  O. 
E.-irle,  E.  I.,  New  York  Divn. 
Early,  William,  New  York  Divn. 
Eason,  C,  Cincinnati  Divn. 
Eckart,   P.  J.,  Meadville,  Pa. 
Eckenroad,  J.,  Huntington,  Ind. 
Edwards.  H.,  Hornellsville,  N.   Y. 
Eggleston,  W\  T.,  Buffalo,  N.  Y. 
Ehricks,  Henry,  Hillsdale.  N.  J. 
Ellis,  T.  S.,  Buffalo.  N.  Y. 
Elliott,  A.  E.,  Hornellsville,  N.  Y. 
Elston,  J.  S.,  Elmira,  N.  Y. 
Emmons,  N.,  Buffalo,  N.  Y'. 
Emerick,  W.  F.,  Vallonia,  Pa. 
Engle,  John,  Allegheny  Divn. 
Esson.  R.  J.,  Huntington,  Ind. 
Evans,  Jas.,  New  York  Divn. 
I'^vans,  S.  W.,  New  York  Divn. 
Evans,  W.   F.,  Galion,  O. 
I'airman,  G.   H.,  Meadville  Divn. 
Earrell,  J.  E.,  Youngstown,  O. 
Feeney,  T.,  Buffalo,  N.  Y. 
Ferrell,  B.  R.,  Midvale,  N.  J. 
Ferrell,  F.  M.,  Midvale,  N.  J. 
Ferguson,  Geo.,  New  York  Divn. 
Ferguson,  J.  R.,  New  York  Divn. 
Ferguson,  S.  H.,  New  York  Divn. 
Fetters,  Wm.,  Huntington,  Ind. 
Fields,  W.  T.,  Huntington,  Ind. 
Fisher,   Adam.    Hornellsville,   N.    Y. 
Fitzgibbons,  W.  J.,  Pt.  Jervis.  N.  Y. 
Fitzpatriek,  J.,  Buffalo,  N.   Y. 
Fitzsimons,  T.,  New  York  Divn. 
Fleet,   Wm.  T.,  Cleveland,  O. 
Fletcher,  Geo.,  Great  Bend,   Pa. 
Flint,   Chas.,  Rochester,   N.   Y. 
mint,  H.  G.,  Rochester,  N.  Y. 
h'oley,  John  J.,   Huntington,  Ind. 
I'olland,  R.,  Chicago,  III. 
l'"nlwell,  C.  \'..  Salamanca,  N.  Y. 
l'"orbcs,  M.  L.,  Lisbon,  O. 
Fordyce,  Geo.,  Susquehanna,  Pa. 
Fordyce.  J.  H.,  Susquehanna,  Pa. 
Forney,  W.  H.,  New  Castle,  Pa. 
Fornster,  W'm.,   Mahoney  Divn. 
Forrestel,  R.,   Buffalo,  N.   Y. 
Foster,  F.  G.,  Cleveland,  O. 
Foster,  J.  S.,  Port  Jervis,  N.  Y. 
Fowler,  D.  H..  Allegheny  Divn. 
Fox,  A.  W.,  Bradford,  Pa. 
Fox,  N.,  Delaware  Divn. 


Frack,   C,   Youngstown,  O. 
Frack,  E.  M.,  Youngstown,  O. 
Fraiser,  Chas.,  New  York  Divn. 
Fralick,  E.  H.,  Gallon,  O. 
Frank,  Aniasa,  Allegheny  Divn. 
Frank,  C.  L.,  Susquehanna,  Pa. 
Frazee,  Chas.  D.,  Port  Jervis,  N.  Y. 
Freeland,   H.    M.,   New    York   Divn. 
Freer,  Jas.,  Galion,  O. 
French,  Wm.,  Spring  Valley,  N.   Y. 
I'ritz,  M.  F.,  Port  Jervis,  N.  Y. 
Furey,  D.  .V,  Susquehanna,  Pa. 
GafTney,  J.,   Susquehanna,   Pa. 
Gahagan,  J,  J.,   liornellsville,   N.   Y. 
Gaiser,  J.,   Cleveland,   O. 
Gallen,  J.,   Cleveland,   O. 
Gannah,  J.,  Buffalo,   N.  Y. 
Gardner,  B.,  Honesdale,  Pa. 
Gartside,  F.,  Hornellsville,  N.  Y. 
Garlach,  Chas.,  Cleveland,  O. 
Garrison,    I.    E.,    Greenwood    Lake 

Divn. 
Gaskell.  D.  B.,  Meadville  Divn. 
Gaskell,  I.  F.,  Meadville  Divn. 
Gates,  L.  E.,  Hornellsville,  N.  Y. 
Gauson,  F.,  Buft'alo,  N.   Y. 
Gear,  F.  W'.,  Mahoning  Divn. 
Gearhart,  A.,  Galion,   O. 
Gemmer,  Wm.  C,  Huntington,  Ind. 
George,  C.  W.,  New  York  Divn. 
George,  J.  O.,  New  York  Divn. 
Gerlach,  Joseph,  Youngstown,  O. 
Gesaman,  F.  C,  Huntington,  Ind. 
Gilbert,  W.  H.,  Hornellsville,  N.  Y. 
Gillet,  J.  D.,  Tioga  Divn. 
Gilroy,  J.  C,  Mahoning  Dun. 
Gilkey,  H.  D.,  Huntington,  Ind. 
Ginavan,  C.  W.,  Susquehanna,  Pa. 
Ginder,  J.,  Cincinnati  Divn. 
Glair,  C,  Buffalo,  N.  Y. 
Glasby,  J.,  Buffalo,  N.  Y. 
Gleason,  H.  P.,  Hornellsville,  N.  Y. 
Gledhill,  T.  H.,  Cincinnati  Divn. 
Goble,  R..  Bergen,  N.  J. 
Goodale,  J.  M.,  Newburg,  N.  Y. 
Goode,     L.,     Jersey     City     Heights, 

N.  J. 
Goodrich.  H.,  New  York  Divn. 
Goss,  A.  D.,  Hornellsville,  N.  Y. 
Goss,  W.  H.,  Cleveland,  O. 
Gould,  Joe,  Port  Jervis,  N.  Y. 
Gould,  Joel  F.,  Carbondale,  Pa. 
Gould,  Myron,  New  York  Divn. 
Gould,  P.  K.,  Hornellsville,  N.  Y. 
Graham,  W.  H.,  Meadville  Divn. 
Granger,  A.  S.,  Hornellsville,  N.  Y. 
Granger,  J.  H.,  Allegheny  Divn. 
Grantier,  G.  C,  Hornellsville,  N.  Y. 
Grass,  Joe  B.,  Huntington,  Ind. 
Gray,  H.  Huntington,  Ind. 
Grayless,  F.  W.,  Huntington,  Ind. 
Gregg,  P.  D.,  Galion,  O. 
Gregory.   H.,   Lima   Divn. 
Green,  C.  D.,  Cincinnati  Divn. 
Green,  J.  B.,  Galion,  O. 
Green,  J.  D..  Galion,  O. 
Gridley.  H.  D.,  Hornellsville,  N.  Y. 
Griffin,  C.   F.,  Cincinnati  Divn. 


Griffin,  J.  B.,  Susquehanna,  Pa. 
Griffin,  T.,  Buffalo,  N.   Y. 
Gritman,  S.  S.,  Carbondale,   I'a. 
Gronnctt,  J.  F.,  Meadville,  Pa. 
Gross,  A.  D.,  Allegheny  Divn. 
Gross,  J.  W.,  New  York  Divn. 
Gross,  J.  F.,  Pierpont  Branch. 
Grotenroth,  W.  C,  Cleveland,  O. 
Grotz,  C.  E.,  Wadsworth,  O. 
Guest,  L.  C.  Huntington,  Ind. 
Guild,  J.  F.,  Hornellsville,  N.   Y. 
Gunn,  Chas.,  Allegheny  Divn. 
Gurley,  E.  A.,  Marion,  O. 
Gussman,   W.    E.,   Hunlingtun,    Ind. 
Guthier,  Ed.,  Marion,  O. 
Hackerman,  H.,  Buffalo,  N.  Y. 
Hackett,  J.  T.,  Bradford,  Pa. 
Hagen,  James,  New  York  Divn. 
Haggerty,  J.  M.,  New  York  Divn. 
Haire,  Jno.,  Hornellsville,  N.   Y. 
Hale,  James  M.,  Huntington,  Ind. 
Hale,  H.  S.,  Rochester,  N.  V. 
Haley,  Jno.,  Galion  O. 
Hall,  C.  H.,  Allegheny  Divn. 
Hall,  C.  F.,  Galion,  O. 
Hall,  G.  G.,  Allegheny  Divn. 
Hallisy,  M.,  Youngstown,  O. 
Halpin,  F.  T.,  New  York  Divn. 
Hamilton,   E.    B.,   Rutherford,   N.  J. 
Hamilton,  F.  F.,  Allegheny  Divn. 
Hammond,  C.  W.,  Huntington,  Ind. 
Hammond,      J.      A.,      Hornellsville, 

N.  Y. 
Handy,   C.   F.,  Northern   R.   R. 
Haney,  W.  J.,  Meadville,  Pa. 
Hanley,  M.  J.,  Port  Jervis,  N.  Y. 
Hanncers,  Chas.  L.,  Matamoras,  Pa. 
Hannifin,  P.  J.,  Avon,  N.  Y. 
Hannon,  T.,  Buffalo,  N.  Y. 
Harding,  Ed.  S.,  Paterson,  N.  J. 
Harding,  Jas.  H.,  New   York  Divn. 
Haring,  Jacob,  Jersey  City,  N.  J. 
Harrington,  T.,  Port  Jervis,  N.  Y. 
Harris,  S.,  Allegheny  Divn. 
Haskings  E.,  Port  Jervis,  N.  Y. 
Hasbrouck,   I.   L.,  Westwood,  N.  J. 
Hanner,  C.  W.,  Elmira,  N.  Y. 
Hayes,  J.  T.,  Buft'alo  N.  Y. 
Haynes,  E.,  Buffalo,  N.  Y. 
Haynes,  I.,  Cincinnati  Divn. 
Haynes,  J.,  Hornellsville,  N.   Y. 
Haynes,  H.  S.,  Allegheny  Divn. 
Hazelton,  Geo.,  Port  Jervis,  N.  Y. 
Headley,  S.  M.,  Newburgh,  N.  Y. 
Healey,  M.,  Buffalo,  N.  Y. 
Heath.  F.  B.,  New  York  Divn. 
Hebe,   F.,  Tioga  Divn. 
Heck,  F.,  Galion,  O. 
Heckling,  Henry,  Cleveland.  (  ). 
Hector  Wm.  H..  New  York  Divn. 
Hector,  Willis,   New  York  Divn. 
Hedglon,  E.,  Port  Jervis,  N.  Y. 
Heinselman,   D.,   Youngstown,   O. 
Helm,  Floyd,  Huntington,  Ind. 
Helm,  W'illiam,  Chicago  111. 
Helmer,   A.   P.,  Allegheny   Divn. 
Helmer,  H.  L.,  Allegheny  Divn. 
Helnike,  A.  H..  Nyack,  N,  Y. 


610 


ERIE    RAILWAY    EDITION. 


Hendee,   M.   S.,  Allegheny   Divn. 
Hess,  D.  A.,  Buffalo.  N.  Y. 
Hickey,  P.,  Hornellsville,  N.   Y. 
Hickey,  T.  F.,  Allegheny  Divn. 
Hickson,  T.  W.,  Johnsonburg,  Pa. 
Higgins,  L.,  Tioga  Divn. 
Higson,  R.,  New  York  Divn. 
Hile,   Geo.,  Bradford,  Pa. 
Hinchey,  Thos.,  Buffalo,  N.  Y. 
Hinkle,  C  Galion,  O. 
Hoadley,  H.  C,  Bradford,  Pa. 
Hoar,  Francis,  Waldwick,  N.  Y. 
Hobart,  C.   G.,  Allegheny  Divn. 
Hoffman,  F.,  Susquehanna,  Pa. 
Hoffman,  J.  E.,  Huntington,  Ind. 
Hoffman,  S.  W.,  Hornellsville,  N.  Y. 
Hogan.  J.  C,  Allegheny  Divn. 
Hogan.  J.  D.,  Meadville.  Pa. 
Hogan,  J.  P.,  Niles,  O. 
Hogan,  T.  J.,  Allegheny  Divn. 
Hogan.  M.,  Susquehanna,  Pa. 
Holland,  Thos.,  New  York  Divn. 
Holloran,  A.,  Susquehanna,  Pa. 
Holloran,   P..  Susquehanna,  Pa. 
Holmes,  C.  A.,  Allegheny  Divn. 
Holmes,  J.  C.,  Huntnigton,  Ind. 
Holmes,  T.  D.,  Hornellsville,  N.  Y. 
Hood,  \Vm.,  Allegheny  Divn. 
Hopper.  F.  L.,  New  York  Divn. 
Hopper,  J.  H.,  New  York  Divn. 
Hoppoek,   C,  Buffalo,  N.   Y. 
Horn,  J.,  Chicago  &  Erie  R.  R. 
Horrigan.    Pat'k,    Susquehanna,    Pa. 
Horrish,    P.,   Susquehanna   Divn. 
Horring,  J.  P.,  Jersey  City,  N.  J. 
Horton,  G.  H.,  Susquehanna,  Pa. 
Hotson,  T.,  Meadville,  Divn. 
Houck,  C.  T.,  Huntington,   Ind. 
Houk,  F.,  Susquehanna,  Pa. 
Houghton,  J.  M.,  Galion,  O. 
Howard,  L.  M.,  Meadville,  Pa. 
Howard,  Con.,  New  York  Divn. 
Howard,  L.  T.,  Allegheny  Divn. 
Howd,  A.  L,,  Allegheny  Divn. 
Howe,  Willard,  Meadville  Divn. 
Howe,  Warner,  Shenango,  Pa. 
Howe,  Fred,  New  York  Divn. 
Howell,  Geo.  I.,  Buffalo,  N.  Y. 
Howell,  H.  N.,  Susquehanna,  Pa. 
Hubler,  A.  E.,  Cleveland,  O. 
Hubler,  VVm.,  Youngstown,  O. 
Hudson,  J.,   Meadville   Divn. 
Hudson,  O.,  Carbondale,  Pa. 
Huff,  Geo.,  Allegheny  Divn. 
Huffman,  I.,  Galion,  O. 
Huffinan,  J.  E.,  Huntington,  Ind. 
Hughes,  J.  J.,  Elmira,  N.   Y. 
Hughes,  W.,  Buft'alo,  N.  Y. 
Hughes,  W.  B.,  Newburgh,  N.  Y. 
Hughes,  R.,  Tioga  Divn. 
Hull,  Wm.  J.,   Susquehanna,   Pa. 
Hulnie,   S.,   Meadville  Divn. 
Humbergcr,   E.   L.,   Galion,   O. 
Hunt,  C,  New  York  Divn. 
Hunt,  C,  Hornellsville,  N.  Y. 
Hurd,  Wm.  H.,  Allegheny  Divn. 
Husizer,  C.  S.,  Port  Jervis,  N.  Y. 
Huston,  Frank,  Galion,  O. 


Hyatt,   W.,   Carbondale,   Pa. 
Ihlefeldt,  Aug.,   Carbondale,   Pa. 
Inghram,  J.  E.,  Buffalo,  N.  Y. 
Irwin,   Sam,   Bradford,   Pa. 
Jacobs,  J.  W.,  Buffalo,  N.  Y. 
Jaggers,  A.  B.,  Port  Jervis,  N.  Y. 
lames,  A.  D.,  Hunlmgton,  Ind. 
jeffery,  J.  J.,  Buffalo,  N.  Y. 
Jenkins,  C,  New  York  Divn. 
Johnson,  Lew,  New  York  Divn. 
Johnson,  Aug.  H.,  Rochester,  N.  Y. 
Johnson,  Edw.  A.,  Rochester,  N.  Y. 
Johnson,  Chas.  S.,  New  York  Divn. 

Fohnson,     George     H.,     New     York 

Divn. 
Johnson,     J.     J.,     Greenwood     Lake 

Divn. 
Johnson,  J.  G.,  Bradford,  Pa. 
Johnson,   N.,   Meadville   Divn. 
Johnson,  J.  W.,  Paterson,  N.  J. 
Johnson,  Samuel,  Newburgh,  N.   Y. 
Johnson.  W.  A.,  Northern  R.  R. 
Jones,  C.  P.,  New  Castle,  O. 
Jones,  E.,  Meadville  Divn. 
Jones,  G.  W.,  Wauseon,  O. 
Jones,  H.  C,  Jersey  City,  N.  J. 
Jones,  H.  E.,  Elmira,  N.  Y. 
Jones,  Ira,  Allegheny  Divn. 
Jones,  J.  H.,  Huntington,  Ind. 
Jones,  O.  A.,  Buffalo,  N.  Y. 
Jones,  Sam,  Galion,  O. 
Jones,  Thos.,  Tioga  Divn. 
Jones,  W.  H.,  Port  Jervis,  N.  Y. 
Jordan,  A.  H.,  Galion,  O. 
Jordan,  A.,  Susquehanna,  Pa. 
Jourdan,  L.  M..  Mansfield,  O. 
Judd,  A.  W.,  Dunkirk,  N.  Y. 

Kain,  Ed.,  New  York  Divn. 

Kain,  James,  New  York  Divn. 

Kallighan,  G.  F.,  Port  Jervis,  N.  Y. 

Kane,  J.,   Susquehanna,   Pa. 

Kane,  H.  S.,  New  York  Divn. 

Kane,  M.  H..  Susquehanna,  Pa. 

Kane,  T.  F„  Hornellsville,  N.  Y. 

Karg,  John,  New  York  Divn. 

Karnes,  Elmer  E.,  Cleveland,  O. 

Kaupp,  W.  E.,  Buffalo,  N.  Y. 

Kause,  Morris,  New  York  Divn. 

Kavanaugh,   Ed.,   Galion,   O. 

Kearins,  C.  J.,  Susquehanna,   Pa. 

Keating,  S.,  Susquehanna,  Pa. 

Kebort,  G..  Meadville  Divn. 

Keeler,  C.  F.,  Hornellsville,  N.  Y. 

Kehler,  Geo.  W.,  Huntington,  Ind. 

Keisler,  A.,  Greenwood  Lake  Divn. 

Kellar,   C.   M.,   Huntington,   Ind. 

Kellar,  Fred.,  Galion,  O. 

Kellerman,   Wm.,   New   York   Divn. 

Kelley,  Jas.,  Jersey  City,  N.  J. 

Kcllcy,  J.  J.,  Greenwood  Lake  Divn. 

Kelley,     J.     M.,     Greenwood     Lake 
Divn. 

Kelley,  Edw.,  Buffalo,  N.  Y. 

Kelly,  H.  A.,  New  York  Divn. 

Kelly,  Michael  C,  New  York  Divn. 

Kelly,  J.  H.,  Cleveland,  O. 

Kelly,  P.  J.,  New  York  Divn. 

Kelly,  W.  S.,  Huntington,  Ind. 


Kelty,  J.  J.,  Buffalo,   N.   Y. 
Kendall,  E.,  Meadville  Divn. 
Kennedy,  J.,   Youngstown,  O. 
Kennedy,    Rob.,    Youngstown,    O. 
Kennedy,   Wm.   Newburgh,   N.   Y. 
Kennv,    G.   W.,   New   York   Divn. 
Kent,    Ed.,    Sparkill,    N.    Y. 
Kent,  J.  W.,  New  York  Divn. 
Kent,  W.  H.,  New  York  Divn. 
Kerr,  J.  M.,  Niles  O. 
Kerr,   J.    H.,    Mahoning   Divn. 
Ketcham,  T,  J.,  New  York  Divn. 
Keyes,  J.  J.  (Bronco),  Susquehanna, 

Pa. 
Kiley,   M.   J.,  Allegheny   Divn. 
Kiley,   W.   N.,   Allegheny   Divn. 
King,   M.,   Susquehanna,   Pa. 
King,  John,   Susquehanna,   Pa. 
King,  T.  A.,  Jersey   City,   N.  J. 
King,  Robert,  New  York  Divn. 
King  W.   H.,   Buffalo,  N.   Y. 
King,  Willard,  Allegheny  Divn. 
Kinsila,  John,   Pt.  Jervis,   N.  Y. 
Klett,  John   H.,  Avon,   N.   Y. 
Kosinsky,   J.    E.,    Susquehanna,    Pa. 
Knaub,   John,    New   York   Divn. 
Knauss,  D.   H.,  Cincinnati  Divn. 
Knight,  John,  Allegheny  Divn. 
Knight,    L.    C,   Bradford,   Pa. 
Knoblow,   P.,    Meadville,   Pa. 
Kolb,  Wm.     Sharon,  Pa. 
Krause,   Adam,   Allegheny   Divn. 
Krauss,   C,   New   York   Divn, 
Kreiger,  T.,  Buffalo,  N.  Y. 
Krouch,  Aug.,   Huntington,   Ind. 
Kronk,  Alfred,  New  York  Divn. 
Kunkle,  J.  H.,   Huntington,   Ind. 
Kurtz,  F.  W.,  Allegheny  Divn. 
Kvie,  W.  H.,  Buffalo,  N.  Y. 
Labar,  W.  H.,  Chicago  &  Erie  R.  R. 
Lafaver,  F.  L.,  Meadville,  Pa. 
Lahey,  Timothy,  New  York  Divn. 
Laird,  T.  J.,  New  York  Divn. 
Laird,  Wm.,  Greenwood  Lake  Divn. 
Laman,   Franklin,  Cleveland,  O. 
Lamb,  A.  A.,  New  York  Divn. 
Lambert,   A.    C,    Bergen,   N.   J. 
Lamoreaux,  A.  E.,  New  York  Divn. 
Lamphear,  J.  R.,  Allegheny  Divn. 
Lane,   H.   E.,   Meadville,   Pa. 
Lane,   Fred,   Union,   N.   Y. 
Lane,  J.   B.   Cleveland  O. 
Langworthy,    O.    E.,    Hornellsville, 

N.  Y. 
Lanning,   I.   S.,  Allegheny  Divn. 
Larkin,    A.,    Cleveland,    O. 
Larkin,  H.,  Cleveland,  O. 
Latta,  Geo.  C.  Allegheny  Divn. 
Laughlin,  J.  M.,  Susquehanna  Divn. 
Lawrence,  W.  N.,  New  York  Divn. 
Leahv.  Jerry,   Allegheny  Divn. 
Leah'v.   M.,   Buffalo,   N.   Y. 
Leahy,   P.  C,  Buffalo,  N.  Y. 
Lee,   F.,   Lima  Divn. 
Leehan,  Jas.,  Meadville,  Pa. 
Leiber.  R.,  Youngstown,  O. 
Leid,  W.,  Buffalo,  N.   Y. 
Leslie,  J.  H.,  Susquehanna,  Pa. 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


611 


Lester,  H.  J.,  Buffalo,  N.  Y. 
Lester,  S.  E.,  Susquehanna,  Pa. 
Letz,  L.  C,  Buffalo,  N.  Y. 
Lewis,  J.,   Youngstown,   O. 
Lewis,  J..   Horncllsville,   N.   Y. 
Lewis,  Wni.,   New  York  Divn. 
Lewis,  H.,  Cliicago  &  Eric  R.   R. 
Lindsey,   C.   M.,   Mahoning   Divn. 
Linehan,  C.  Cleveland,  O. 
Linehan,  Wni.,  Cleveland,  O. 
Linley,  J.  H.,  New  York  Divn. 
Linley,  Leir,  Pt.  Jervis,  N.  Y. 
Linnell,   S.   S.,   Cincinnati   Divn. 
Lockwood,   C.   O.,   Allegheny   Divn. 
Lockwood.  L.  M..  New  York  Divn. 
Lodwiek,  W.  S..  Youngstown,  O. 
Logan,   Tames,   Kent,  O. 
Long,  J.',  Buffalo,  N.  Y. 
Looney.  W.  F..  New  York  Divn. 
Lord,  Zillard,   New  York  Divn. 
Lounsbery.    L.,   Tioga   Divn. 
Lovejoy,  D.  O.,  Buffalo,  N.  Y. 
Lovelace.  G.  E..  Bradford,   Pa. 
Loveland.  J.  E..  Hornellsville,  N.  Y. 
Loveland.  L.  H..  Cleveland,  O. 
Lovette.  J.  B.,  Gallon,  O. 
Lown,  G.  R.,  Susquehanna.  Pa. 
Lucas  E.  M.,  Allegheny  Divn. 
Lucas,  J.   H.,  Allegheny  Divn. 
Luce,  B.,  Meadville  Divn. 
Luce,  Win.  E.,  Cleveland,  O. 
Luckey,  Sidney,  New  York  Divn. 
Lusch,  i\I.,  Huntington,  Ind. 
Lynch,  D.   H.,   Meadville.   Pa. 
Lynch,  J.  C,  Waverly,  N.  Y. 
Lynch,  Matt  A.,  Hornellsville,  N.  Y. 
Lynch,   Thos.,    Hornellsville,    N.    Y. 
Lyons,  Frank,  Rochester,  N.  Y. 
Lyons,   Henry,   New  York  Divn. 
Lyons,  James  H.,  New  York  Divn. 
Lyons,  J.  J..  Susquehanna,  Pa. 
McAlister,  H..  New  York  Divn. 
^IcBride,  R..  Dunkirk,  N.  Y. 
MeCannon.   \Vm.    H..   Susquehanna. 

Pa. 
McCarrill.  J..   Buffalo,  N.   Y. 
McCarthy,  D.  E..  Waverly,  N.  Y. 
McCarthy,   M.,   Waverly,   N.   Y. 
McCarthv.  T.,  Sharon,  Pa. 
McCarty,'  M.,  Hornellsville,  N.  Y. 
McCauley,  J.   A.,   Susquehanna,   Pa. 
McCauIev.  W.  E.,  Huntington,  Ind. 
McClelland,  W.   F..   Dayton,   O. 
McCloskey   C.   A.,   ^'a^onia.    Pa. 
McClure,   W.    M.,   Huntington.   Ind. 
McConkey,  W.  E..  Huntington.  Ind. 
IMcDargh.   Wm.   M..    Gallon,   O. 
McDonald,    A..    Buffalo,    N.    Y. 
McDonald.  D.  G.  Susquehanna,  Pa. 
McDowell,   J.,    Meadville   Divn. 
McElwee.   W.,   Hornellsville,   N.    Y. 
McFarland,  A.,   Chicago,   111. 
McGarrick.  J.   G..  New  York  Divn. 
McGill.  W.  H..   Corning.  N.  Y. 
McGilvray,   C.   H..   Newark.   N.  J. 
McGovern,  Phil,   Youngstown.  O. 
McHall,  A..  New  York  Divn. 
Mcllvain,  T.  O.,  Huntington,  Ind. 


Mclntyre,    P.,    .\llegheny    Divn. 
McKee,  Jas.,   Meadville,    Pa. 
McKin,   W.   J.,    New   York   Divn. 
McKinney.  J.,   Buffalo,   N.   Y. 
McKinnon,  G.  E.,  Greenwood  Lake 

Divn. 
McLain,  C.   M..   Pluntington,  Ind. 
.McMahon,   John,   Cleveland,   O. 
McMahon,  P.,  Mahoning  Divn. 
McNannary,  J.  M.,  Gallon,  O. 
McNamara,  D.,   Meadville  Divn. 
McNamara,   John,    Rochester   Divn. 
McNaught,  C.  H.,  New  York  Divn. 
McNeff,    P.,    Cincinnati    Divn. 
McNeil,  J.  J.,  Cleveland,  O. 
McNeil,   R.,   Chicago,   III. 
McNerney,    P.    H.,    Buffalo,    N.    Y. 
Mack,  A.  L.,  Hornellsville,  N.   Y. 
Mackey,  H.,  Gallon,  O. 
Mackerley,  D.  E.,  New  York  Divn. 
Mackin.  Jas.,  New  York  Divn. 
Jitackrell,  H.,  New  York  Divn. 
IMaCarey.    H.    S.,_  Buffalo,    N.    Y. 
Madden,   D.  J.,   Youngstown,   O. 
Madden,  Thos.,   Meadville,   Pa. 
Madigan,  D.,  Carbondale,  Pa. 
Major,   N.  J.,  Allegheny  Divn. 
Malanev.  T.,    Buffalo,   N.    Y. 
Mallon.  J.  H.,  New  York  Divn. 
Malonev.  T.  J.,   Susquehanna,   Pa. 
?ilandeville,   F.   P.,   Suffern,   N.   Y. 
Manthei,  G.  F.,  Pt.  Jervis,  N.  Y. 
alanwaring.  T.  C,  New  York  Divn. 
Mapes,  C.  H.,  Meadville,  Pa. 
i\Iarch,    F.,    Rochester,    N.    Y. 
March,  J.,   Rochester,   N.   Y. 
Mark  A..  Allegheny  Divn. 
Mark.     W.     E.,     Greenwood     Lake 

Divn. 
Marston,    Geo.,    Huntington,    Ind. 
Martin,    W.    R.,   Allegheny    Divn. 
Mason,  S.  E.,  Owego,  N.  Y. 
Mast,    M.,    Huntington,    Ind. 
Mattison,    Wm.,    Allegheny    Divn. 
.Maudsley,  T.  S.,  Allegheny  Divn. 
May,  J.  J.,  Cleveland,  O. 
Maybee,   H.   P.,   Meadville   Divn. 
IMaybee,   W.    H.,   Corey,    Pa. 
i\Iead,  Asa,   New   York  Divn. 
Mead,   Ira,   Midvale,   N.  J. 
Medrick.  J.  K.,  New  York  Divn. 
Mccks.  O.  W.,  Hornellsville,   N.   Y. 
Mehrc,  H.  F.,  Huntington,  Ind. 
Menish,  Geo.,  No  Judson,  Ind. 
Menner,    W.    H..    Pt.   Jervis,    N.    Y. 
.Merdith,    I..    Buffalo.   N.    Y. 
Merritt,      Geo.,      Greenwood      Lake 

Divn. 
Merseveau,   Mack,   Hornellsville,   N. 

Y. 
Merseau,    I.,    Hornellsville,   N.    Y. 
Metzger,   Chas.,    Cleveland,   O. 
Meuser,  J.,   Gallon,   O. 
Meuser,    P.,   Gallon,   O. 
^leyers,   F.   H.,   Youngstown.   O. 
Mevers.  Joseph.   New  York  Divn. 
Miller,   B.   F.,   Meadville   Divn. 
Miller.  J.  C,  Elmira,  N.  Y. 


Miller,  S.  F.,  Elmira,  N.  Y. 
Milliman,    D.    W.,    Rochester    Divn. 
Milliman,  J.   W.,   Rochester  Divn. 
Mills,  T..  Susi|uehanna,  Pa. 
Mills,  "j.    L..   Allegheny    Divn. 
Miner,  J.  II.,  Cleveland,  O. 
Minshull.    J.    E.,    Greenwood    Lake 

Divn. 
Mintram,  Ed.,  New  York  Divn. 
lilitchell,    C.    A.,    Meadville   Divn. 
Moftitt,    P.   J.,    Meadville    Divn. 
Mooncy.  Wm.,  Cleveland,  O. 
Moore,  Albert,  Jersey  City  Heights, 

N.  J. 
Moore,  B.  C,  Susquehanna,  Pa. 
Moore.  B.   H.,  Susquehanna,  Pa. 
Moore,  G.,  H.,  Hornellsville,  N.   Y. 
I\Ioore,   G.   W.,  Jersey  City,   N.  J. 
Jiloore,   J.    S.,    Huntington,    Ind. 
Morgan,   David,   Carbondale,   Pa. 
Morgan.  G.  W..  New  York  Divn. 
Morrison,  D.,  Cincinnati  Divn. 
Morrison,  L.  W.,  Cincinnati  Divn. 
Morrison,    P.    E.,    Meadville.    Pa. 
Muck,  A.  L.,  Hornellsville,  N.  Y. 
IMuhlcnbrink,   J.,    New   York    Divn. 
Mulford,   E.,   New  York  Divn. 
Mulvey,  J.,  Youngstown,  O. 
Murnen,  M.  D.,  4fitif/  York  Divn. 
Murphy,  J.  B.,  Gallon,  O. 
Murphy,  J.  M.,  Gallon,  O. 
Murphy,  P.  F.,  Huntington,  Ind. 
Murphy,  Thomas.  Chicago,  111. 
Alurray,  A.  T.,   Cincinnati  Divn. 
Murray,   G.  W.,   New  York  Divn. 
Murray,    M.,    Cincinnati   Divn. 
Murray,  W.  J.,  Briar  Hill,  O. 
Murray,   W.   S.,   ^Meadville  Divn. 
Mushrush,   G.   W.,   Meadville,   Pa. 
INlyers,  B.  F..  Huntington,  Ind. 
Myers,  M.,  Carbondale,  Pa. 
Mygatt,   Chas.,  New  York  Divn. 
Mygatt.   H.   P.,   Susquehanna,   Pa. 
Myscr,    I..    Bradford.    Pa. 
Nallin,  P.  J..  New  York  Divn. 
Neal,  C.  J..  Meadville,  Pa. 
Neal,   F.   H.,   Meadville   Divn. 
Nearpass,  W.  E.,  Pt.  Jervis,  N.  Y. 
Neenan,  Thos.,  Hornellsville,  N.  Y. 
Nelson,   Gordon,   Buffalo,   N.   Y. 
Nelson.  M.  W..  Bradford,  Pa. 
New.    C.    E..    Waverly,   N.    Y. 
Newberry,  Thos.,   Meadville,   Pa. 
Newberry,  W.  C.  Salamanca,  N.  Y. 
Newliright,  H.,  Hammond,  Ind. 
Newton,  M.  R..  Alleghcnv  Divn. 
Nichols,  W.   E.,  Meadville  Divn. 
Nicholson,   F.   A.,    Hornellsville,   N. 

Y. 
Niles,  D.  S.,  Hornellsville,  N.   Y. 
Niles,  S.  D.,  New  York  Divn. 
Noon.  J.,  Buffalo,  N.  Y.     . 
Norman,   H.,  Allegheny  Divn. 
Norris,  J.  A.,  Carbondale,  Pa. 
Northrop,  A..  Hornellsville,  N,  Y. 
Norton. 'F.   K.,   Nyack,    N.   Y. 
Norwood.   David,   New   York   Divn. 
Oakley,   Geo.,   Susquehanna,   Pa. 


612 


ERIE    RAILWAY    EDITION. 


Oakley,    M.   A.,   Stisqucliaima,    Pa. 
Oaks,   J.    A.,   Allegheny   Divn. 
O'Brien,    Luke,    Hnntington,    Ind. 
O'Brien,  J..  New  York  Divn. 
O'Brien,  P.,  Meadville  Divn. 
O'Conner,    B.,    Hnntington,    Ind. 
O'Dell,   W.   .A.,   Sn.squehanna,   Pa. 
O'DriscoU.   D.  J.,  Greenwood   Lake 

Divn. 
O'Hara.  A.  J..  Pt.  Jervis,  N.  Y. 
O'Lauglilin,   \Vm..   Chicago   &    Erie 

R.  R. 
O'Leary.  D.  W..  Mahoning  Divn. 
O'Loughlin,  T.  INI.,  Binghamton,  N. 

Y.' 
Oliver,  W.,  Buffalo,  N.  Y. 
O'Malley,   M.  J..  Hone?da!e.   Pa, 
O'Neal,   D.    C,   Meadville.   Pa, 
O'Neil,  John,  New  York  Divn. 
O'Ncil,  ]\I.  J..  .Allegheny  Divn. 
Orce,  Frank,  Pt.  Jervis,  N.  Y. 
Osborn,  W.  H.,  Jersey  City,  N.  J. 
Oswalt,  S.,  Huntin.gton,  Ind. 
Outwin,  Ed.,  New  York  Divn. 
Outwater,   S..   Pt.   Tervis,   N.   Y. 
Paddick,  E.   H.,  New  York  Divn. 
Padien.  B..  Turners,  N.  Y. 
Page,  E.,  New  York  Divn. 
Palmer,  C.  F..  Bradford,  Pa. 
Palmer,   H.   N.,   New  York  Divn. 
Palmer,  H,  S.,  Huntington,   Ind. 
Palmer,  J.  P.,  Deposit,  N,   Y. 
Palmer,    W.    L.,    Allegheny    Divn. 
Palmitier,  J.  J.,  Jersey  City,  N.  J. 
Pangborn,    Chas.,   Meadville.   Pa. 
Parker,   G.  S.,  Bradford,  Pa. 
Parker,  H.  L..  Allegheny  Divn. 
Parkinson.  Ed..  Gallon,  O. 
Parsons,  Fk..  Hornellsville.  N.  Y. 
Parsells,   John,   Northern   R.    R. 
Patterson,   C.  W.,   Huntington,   Ind. 
Patterson.  Samuel,  New  York  Divn, 
Paxson,  D.  W.  C,  Buffalo,  N.  Y. 
Pease,  C.  C  Allegheny  Divn. 
Peckin.  W.  J..  Allegheny  Divn. 
Penfield,   A.   P.,   Huntington.   Ind. 
Penfield,  F.  S..  Meadville,  Pa. 
Perkins.  Wni..   .Allegheny  Divn. 
Perry,  B.  F..  Johnsonbnrg.  Pa. 
Peters,  E.  F.,  New  York  Divn. 
Peters,  F.  B.,  Cleveland,  O. 
Pettis,   H.   Chas.,    Susquehanna,    Pa, 
Pettis,  Wm.,  Susquehanna,  Pa. 
Pettit.  L.  R.,  Susquehanna.  Pa. 
Pettvs,  W.  S..  Chicago  &  Erie  R.  R. 
Pfeffer,  W.  H.,  Gallon,  O. 
Phillips,   A.,    Tersev   Cifv,    N.    T. 
Phillips,    C,    Chicago,    111. 
Phillips,  J..   Chicago.  111. 
Pierce,  A.,  BnfTalo,  N.  Y. 
Pierce,    Fred,    Susquehanna.    Pa. 
Pierce.  Richard.  Dunkirk,  N.  Y. 
Pierce,   S..   Susquehanna,   Pa. 
Pierce,  'W.,  Buffalo,  N.  Y. 
Pinkney,  J.  T.,  Gallon,  O. 
Ploiitz,  Rob.,   Susquehanna.   Pa. 
Plumb.  C.  E.,  Huntington,  Ind. 
Plummer,  H.  W.  Allegheny  Divn. 


Policy,  Chas.,  New  York  Divn. 
Poorman,  E.  A.,  Gallon,  O. 
Posdick,  J.  D..  New  York  Divn. 
Potter,   A.    B.,   !\feadville.    Pa. 
Potter.    C.   K.,    Hornellsville,    N.   Y. 
Potter.  D.   F..  .Vllegheny  Divn. 
Powell.   M..   Meadville  Divn. 
Pratt,   C.   H..   Binghamton.    N.   Y. 
Preston,  LI.  G.,  Alleghenv  Divn. 
Prine,  J.,   Buffalo,   nT  Y.  ' 
Proctor,  S..  Susquehanna,  Pa. 
Pnrcell,  Tobias,  Corning,  N.  Y. 
Putney,  J.  M.,  Binghamton,  N.  Y. 
Quackenbush.    T.    B.,      New      York 

Divn. 
Quaylc,    Ed.,    Cleveland,    O. 
Quick,  A.  J..  Meadville  Divn. 
Quick,  C,  New  York  Divn. 
Quick,  Frank  B.,  Port  Jervis,  N.  Y. 
Quilter,   T.  J.,  Jersey   Citv.   N,    I. 
Qnilter.   W.   H..   Jersey   City,    N.    J. 
Quinlan,    R.,    Cleveland,    O. 
Radcliffe,  LI.  C.  Jersey  City,  N,  J, 
Randolph,  V.  C,  Allegheny  Divn. 
Ream.  E.,  Pt.  Jervis,  N.  Y. 
Reagan.  Dan  J.,  Pt.  Jervis,  N.  Y. 
Re'ldington.  Tno..  New  York  Divn. 
Redf^eld,  G.  C.  Hornellsville.  N.  Y. 
Redmond,  J.,  Cleveland,  O. 
Reed.   E,   L..   Hornellsville.  N.   Y. 
Reed.  E.  T.,  New  York  Divn. 
Reeder.   Wm.   H.,   New  York  Divn. 
Reeder,    J.    S..    Hoboken,   N.    J. 
Reem,   Henry.   Huntington,   Ind. 
Reese,    D..   Mahoning   Divn. 
Reeves,   A.    L.,   Chica.go,   111. 
Reeves,  W.   H..   Pt.  Jervis.   N.   Y. 
Regan.    E..    Carbondale.    Pa. 
Re.gan,    T..    Hornellsville.    N.    Y. 
Reillv,   F.,   Huntington.   Ind. 
Reillv.  M.  J..  New^York  Divn. 
Requa,   W.    S.,   Northern   R.    R. 
Reugger,   G..    Pt.    Tervis.   N.    Y. 
Reynolds.  W.  P..  Buffalo,  N.  Y. 
Rhodes.   J.,    Meadville,    Pa. 
Richardson,    Jas.,    Hornellsville,    N. 

Y. 
Richards.    L.    M.,    Cincinnati    Divn. 
Richards.  W.   E..  Greenwood     Lake 

Divn. 
Richards,  W.  G.,  New  York  Divn. 
Richards.  W.  G.,  Cincinnati  Divn. 
Ricksicker.  M.  A.,  Galion,  O. 
Riester.  W.,   Cincinnati  Divn. 
Riplev,    H..    Cleveland,    O. 
Rist.  J.  C.  Galion.  O. 
Robbins.    F..    Susquehanna    Divn. 
Roberts.   C.   R..   Cincinnati  Divn. 
Roberts.  E.  E..  Galion.  O. 
Roberts,  G.  R.,  Bradford.  Pa. 
Rol)erts.   J.,   Bradford.    Pa. 
Roberts,  W.,  Meadville  Divn. 
Roberts.   Walter.    New    York    Divn. 
Robinson.  Lee.  Chicago  &  Erie  R.R. 
Robinson.  W.  H.,  Jersey  City,  N.  J. 
Roby,   W.   B..   Allegheny   Divn. 
Rocicett.  A.   D.,  New  York  Divn. 
Romaine,   Chas.,   Newburgh,  N.   Y. 


Romaine.  Jeff  D.,  New  York  Divn. 
Rouge.  John,  Jersey  City,  N.  J. 
Ronk,  J.  B.,  Pt.  Jervis,  N.  Y. 
Ronk,  James.  Newburgh,  N.  Y. 
liogers,   C.  W.,  Allegheny  Divn. 
Rogers,  W.  L.,  New  York  Divn. 
Rogers.  Jas..   Cleveland,   O, 
Rogers.    O,,    Cleveland,    O, 
Rogers,  Wm.  Allegheny  Divn 
Roschi,  D.  A..  Meadville.  Pa. 
Roser,  J..   Meadville   Divn, 
Ross.  D.   D.,  New  York  Divn. 
Row,  D.   F..  Galion,  O. 
Rounds.  M.  M..  New  York  Divn. 
Rude.   F.  A.,  Hornellsville.  N.   Y. 
Ruse,   D.,   Sharon.    Pa. 
Russell.   G.   D..   Bradford   Divn. 
Russell.    L.    Galion.    O. 
Russell.  W.  D..  Bradford,  Pa. 
Ryan.  Casey,  Port  Jervis,  N.  Y. 
Ryan,  John,   Cleveland.  O. 
Ryder.   F.   O..  Meadville,  Pa. 
Sachs.  A.  J..  Galion.  O. 
Sackett,  O.  R..  Niagara  Falls.  N.  Y, 
Sadlier.  J.   C,   Cleveland,   O. 
Sair,    F..    Northern    R.    R. 
Salley,   James,    New   York   Divn. 
Salley,  Peter.  New  York  Divn. 
Sally.   Ed.,   New  York   Divn. 
Sally.  James,  Rochester  Divn. 
Sampson,  C.  S..  Pt.  Jervis.  N.   Y. 
Sampson,  P.  O.,  .Allegheny  Diyn. 
Sanborn.   C.  H..  Bradford.   Pa. 
Sanders.  J.  R..  Hornellsville.  N.  Y. 
Sarvent.  A.  L..  Northern  R.  R. 
Saunders,  J.,  Hornellsville,   N.   Y. 
Saunders,  S.  H..  New  Jersey  &  New 

York   R.   R. 
Saxon,  J.  R..  New  York  Divn. 
Scales.   R.,  Susquehanna,  Pa. 
Scalley,  M..  New  York  Divn. 
Schemerhorn.  J..   Carbondale.   Pa. 
Schaaf.  A..   Cleveland.   O. 
Schilling,  H.,  Attica.  N.  Y. 
Schissler,  J..  Meadville  Divn. 
Schmoll.    Jos.,    New  Jersey   &    New 

York  "  R.    R. 
Sehoonmaker.  E..   Pt.  Jervis.  N.  Y. 
Schooner,  Chas.  S..  New  York  Divn 
Schull.  C.  J..  Meadville  Divn. 
Scott,  W.   S..  Tioga   Divn. 
Scribner,  B.  L..  Nvack.  N.  Y. 
Scully,  P..  Buffalo,  N.  Y. 
Scwartz,  O.  R.,  New  York  Divn. 
See,  A.  F..  Meadville,  Pa. 
See,  W.  H.,  Meadville,  Pa. 
Sellers.  C.  W.,  Huntington.   Ind. 
Scrvoos,  E.  A.,  Meadville.  Pa. 
Sexton.   A..   Pt.  Jervis.   N.   Y. 
Seymour.  T.  J..   New  York  Divn 
Shade.  W.  R..  Galion.  O. 
Shaffer,  J.   H..   Huntington.   Ind. 
Shanck.   C.   F.,   Galion,   O. 
Shane.  R.   M..  Cleveland.  O. 
Shanks,  J.  B.,  Himtington,  Ind, 
Shattuck,  R..  Avon.  N.  Y. 
Shaw.  R.  M..  Huntington,  Ind. 
Shay,  B.,  Port  Jervis,  N.  Y. 


AMERICAN    LOCOMOTIVE    ENGINEERS. 


613 


Shay,   M.   H.,   Yoiingstown.  O. 
Slica,  Patrick,  RoclicsU-r,  N.  Y. 
Sheare,  C.  C.  Jr.,  Ncwbiir.gli,  N.   Y, 
Sheare,  Ellis.  New  York  Divn. 
Shearer,  J.   W.,   Chicago  &  Erie   R. 

R. 
Shepherd,  J.,   BulTah),   N.   Y. 
Siu'iipard,  W.  J.,  l^ima.  (). 
Slieridaii,  J..   Buffalo.  N.  Y. 
Slierwood,    H.    S.,    Cincinnati    Divn 
Slicrwood,  \V.  P..  I\readvillc  Divn. 
Sliidlcr.  W.  H.,  Huntington,  Ind. 
Sliindlcr.   John,    Huntington,    Ind. 
Sliirtleff,    P..    Mcadville.    Pa. 
Showaltcr.  .\.  C.  Kent,  O. 
Sln-egast,   Win.,  New   York   Divn. 
Shriner,   Chas.,  New  York  Divn. 
Shrope,  M.,  Greenwood  Lake  Divn 
Shufelt.  James  H..  Buffalo,   N.   Y. 
Shull.  C,  Clcvehmd.  O. 
Shurtleff,  VV.  C,  Huntington.  Ind. 
Simpson.  J.,   Cleveland,  O. 
Skillman.   H.,  Alleghenv  Divn. 
Skillman,   M.,  Owego,   N.   Y. 
Skidmorc.   H.   H..   Huntington,   Ind, 
Skinner.   R.  W..   Matamoras,   Pa. 
Slater.  A.   C,   Meadville   Divn. 
Slocum.  G.  P.,  New  York  Divn. 
Slout,  B.  R.,  Allegheny  Divn. 
Slusser,   Wm.,    Huntington.    Ind. 
Slusser.  J.   P..    Huntinaton.   Ind. 
Sly,  A.   H.,  Allegheny  Divn. 
Smallcy,  F.  W.,  New  York  Divn. 
Smallcnberg,  M..  Buffalo.  N.  Y. 
Smith,  George,  New  York  Divn. 
Smith.  A.  W..  Delaware  Divn. 
Smith.  B.  .v..  Johnsonburg.  Pa. 
Smith.  C.  \V..  Carbondale.   Pa. 
Smith.  D.    L..   Susquehanna.    Pa. 
Smith,  P.  B.,  Greenwood  Lake  Divn. 
Smith  P.   C.  Huntin,gton.   Ind. 
Smith,  P.  L..  New'  York  Divn. 
Smith,   G.,   Susquehanna   Divn. 
Smith,    J.    E.    New   Jersey    &    New 

York  R.  R. 
Smith,  J.  W..  Pt.  Jervis,  N.  Y. 
Smith.  Grant.  New  York  Divn. 
Smith.     H.    W.,     Greenwood     Lake 

Divn. 
.Smith,  D.  L.,  New  York  Divn. 
Smith,  JSI.  J.,  Chgo.  &  Eric  R.  R. 
Smi-th.   James,    Pluntington,    Ind. 
Smith.  M.  P.,  Hornellsville,  N.  Y. 
Smith,  IMart.  Gallon.  O. 
Smith,  R.  \V.,   Bradford,  Pa. 
Smith,  T.  J..  Elmira,  N.  Y. 
Smith.  W.   H.,  Port  Jervis.  N.  Y. 
.Smith.  \V.  P..  .Vlleghenv  Divn. 
Smith.  W.  A..  Meadville.  Pa. 
Smock,   T.,   Kent,   O. 
.'^ncarline.   G.,   Meadville   Divn. 
Snyder,  C.  A.,  New  York  Divn. 
Snyder,  C.  W..  New  York  Divn. 
Sperring.  R.  W..  Binghamton.  N.  Y. 
Spoffard,  C.  M..  Meadville,  Pa. 
Sprinkle.    H.    N.,    Huntington.    Ind. 
Springsteen,    Jas.,    Suffern,    N.    Y. 


Springstead.   Harvcv, 
J. 


Waldwick,   N. 


Spyke,  H..  Bradford.  Pa. 
Squires.  S..  Susquehanna,  Pa. 
Sl.-intield,  C.  M..  Sharon,   Pa. 
Stansburv.    I.   H..   New    \i)rk   Divn. 
StantoMC.,  Huntington.  Iml. 
Stearnc^C.,   Meadville   Divn. 
Stearns,  H.,  New  York  Divn. 
Stearns,   L..   Meadville   Divn. 
Steel.  John,   Port  Jervis.   N.   Y. 
Sten.ger.  A.  T.,  Meadville.  Pa. 
Stenger,  J.   J..   ^leailville.   Pa. 
Stephens.    F...   .Mlcgheny  Divn. 
Stidd.  Wallace  W..  New  York  Divn. 
Slolieker.  P.   B..  Meadville.  Pa. 
Stone,   C.  P.,  Hornellsville,   N.   Y. 
Storms,  W.  H.,  Hornellsville,  N.  Y. 
Sloskopf.   Ed..   Cleveland.   O. 
Strock.  G.  W..  Niles,  O. 
Sluckfield.  Walter.   Rochester  Divn. 
Sullivan.  D.  W..  Rochester  Divn. 
.Sullivan.   John.   New  York  Divn. 
Sullivan.  J.    P.,   Nyack.   N.   Y. 
Sullivan.   T.    P.,   Huntington.   Ind. 
Swart  wood.   John,    Hornellsville.   N. 

Y. 
Sweeney.  P.,  New  York  Divn. 
Sweeney.  J.   B..   Gallon.  O. 
Sweeney.   M..  Buft'alo.   N.   Y. 
Sweeney.  William.  Rochester,  N.  Y. 
Sweetland.   L..   Huntington,   Ind. 
Sweetman,  C.  H.,  Mcadville,  Pa. 
Sweetman,   W.   B..    Mcadville,   Pa. 
Swift,   J.    R..    Buffalo.    N.    Y. 
Symonds.  Chas.  E.,  Cleveland,  O. 
Tack.    Plias      (Timekeeper).     Jersey 

City.  N.  J. 
Taft.    N..    Matamoras,    Pa. 
Talty,  J..   Buffalo,   N.   Y. 
Taylor.  E.  H.,  New  York  Divn. 
Tavlor,  S.   E..  Pt.  Jervis,  N.   Y. 
Tavlor.  R.  J..  Pt.  Jervis,  N.  Y. 
Teets,  v.,  Hornellsville,  N.  Y. 
Terhune,   John  M.,   Cleveland,  O. 
Terry,  C.  P.,  Meadville,  Pa. 
Thatcher.  S..  Owego.  N.  Y. 
Thayer.   W.   B.,   Avon,   N.    Y. 
Thomas,  G.  H..  Susquehanna.  Pa. 
Thompson,  D.  S.,  Cincinnati  Divn. 
Thompson,  P.  H.,  Akron,  O. 
Thompson,    N.    S.,   Youngstown.   O. 
Thomson.  A..   Rochester  Divn. 
Thomson.  A..  "Jr.."  Rochester  Divn. 
Thornhill.  R.  K..  Rutherford.  N.  J. 
Thornton.  Ed.,  Huntington.  Ind. 
Tice.  L.  E..  Allegheny  Divn. 
Tierney.  J..   Carbondale.   Pa. 
Tiffany.   W.   H..   Susquehanna,   Pa. 
Tift'any.  W.  E..  Delaware  Divn. 
Tique.  Wm.,  Pt.  Jervis,  N.  Y. 
Tomlinson,  J.  W.,   Chicago.   Ill 
Totten.  S.  G..  Bradford.  Pa. 
Tousley.  J..  Cleveland.  O. 
Towner,    J.,    Bradford.    Pa. 
Townsend,  W.  A..  Gallon,  O, 
Trace,  P.,  Meadville  Divn. 


Tracht,   V.    P.,   Gallon,   O. 
Traclit.   R.   (',..   Kent.  O. 
Tracv.   P.   .M..  Cincinnati   Divn. 
Tracy,.  P.  M..  Hornelbsvillc.  N.  Y. 
Trott.  W.  H..  Jersey  City,  N.  J. 
Trowbridge,  R.,  .Mlcgheny  Divn. 
Truman,    L.    V..   HuiUington,   Ind. 
Trunq)er,  M.  II,.  New  Jersey  i^  New 

^■(irk    R.    R. 
Truesdale,    P..    Hornellsville.    N.    Y. 
Truex.  G.  W..  Port  Jervis,  N.  Y. 
Turner.  M..  Pt.  Tervis,  N.  Y. 
Tuskey,   J..    Buffalo,    N.    Y. 
Uhlm;in.   William,   New  Ym-k   Divn. 
Ulery.   C.   A..    Cleveland,    O. 
\'ail.  H.  M.,  Youngstown,  O. 
\'ance,   \V.,   Buffalo.   N.   Y. 
\aii  Dcmark.  \.  C.  Buffalo.   N.   Y. 
Van  Demark.  Jas..  Buffalo.  N.   Y. 
\'an  Dcwort.  J..  New  York  Divn. 
\"an  Dine.  Wm..  Suffern.  N.   Y. 
\'an  Dusen,   C,   Pt.  Jervis.   N.   Y. 
Van  Dyne,  Jas.,  New  York  Divn. 
Van  Gilder,  H.  J..  New  York  Divn. 
Van    Gorden,    P.    R.,    Hornci^dlle, 

N.  Y. 
^'an  Kannel,  J.,  Cincinnati  Divn. 
Van  Noyc.  Aug..  Jersey  City,   N.  J, 
\'an    Invvegan.    B.  •  H.,    New    York 

Divn. 
\'an   Inwegan.    I"...   New   York    Divn. 
Van    Inwegan.    I.    S..      IVew      York 

Divn. 
Van  Norder,  C,  Mcadville,  Pa. 
Van  Orden.  J  .L.,  Nyack,  N.  Y. 
Van  Wormer.  P.,  Elmira.  N.  Y. 
Van  Sickle,  W.  D..  New  York  Divn. 
Van  Slyke,  E..  Meadville,   Pa. 
\"easey,    S.,   Allegheny   Divn. 
Venner,  T.  W.,  Jersey  City,  N.  J. 
\'ernold,  E.  M.,  Hornellsv'ille,  N.  Y. 
X'oorhis,   Calvin,   .Spring   Valley,    N, 

Y. 
Voorhis,   G.  A.,   New  City,   N.   Y. 
Waidler.    La\e.    New   York   Divn. 
Wakcman.    B..    Hornellsville,   N.   Y. 
Wallace.    Geo.    W.,    Spring    Valley. 

N.  Y. 
Walker.   J.    P.,    Gallon.    O. 
Walker.  John,   New   York   Divn. 
Walker,  W.  A.,  Dayton,  O. 
Walknetz.  Ed..  Huntington.  Ind. 
Walknetz,  Wm..  Chicago.  111. 
Walls.    D.    H..    New    York. 
Walsh,  B.,  New  York  Divn. 
Walsh,  J.  E.,  Allegheny  Divn. 
Walsh,  J._  P.,  Pt.  Jervis,  N.  Y. 
XValsh,   Thomas,   Youngstown,   O. 
Walters,  C,  Youngstown,  O. 
Walters,   C.   D..   .\kron.   O. 
Walters.  J..   Allegheny   Divn. 
Wassum,   Ed.,   Meadville  Divn. 
Waterbnrv,    L.    W.,    Rutherford,    N 

Y. 
Watrous.    I.    C.   Bradford.   Pa. 
Watson,   Geo..   Bradford,   Pa. 
Watt,    Jas.,    Allegheny    Divn. 


614 


ERIE    RAILWAY    EDITION. 


Watts,  C.  N.,  Buffalo,  N.  Y. 
Watts,   li.   v..   Matamoras,   Pa. 
Waiimscr,    F.,    Mahoning    Divn. 
Webb,  B.  H.,  Chicago,  III. 
Weed,  J.  W..   Ft.  Jervis.  N.  Y. 
Weigand.  A.,  Deposit.  N.  Y. 
Welch,  J.  E..  Elmira.  N.  Y. 
Welch,   Tim,   Avon,   N.    Y. 
Welch.  J.  E..  Youngstown.  O. 
Welch.    J.    A.,    Meadville,    Pa. 
Welch,  M.  T.,  Avon,  N.  Y. 
Welch,  T.  D.,  Hornellsville,  N.  Y. 
Welsh,  Thos.,  Yoimgstown,  O. 
Welsh.  J.   H.,   Alatamoras.   Pa. 
Welsh,   T.,    Mahoning   Divn. 
Wcllings,  F.  J.,  Cincinnati   Divn. 
Wcllman,  N.  W.,  Snsiiuehanna  Divn 
Weniplc,  J.   D.,  Gabon,  C). 
Westfall,  Geo.,  Rochester  Divn. 
Westfall,  L.  D.,  Avon,  N.  Y. 
Westfall,  S.   M.,  Deposit.   N.  Y. 
Weston.   F.  A.,   Gallon,   O. 
Wetzel,  P.  H..  Allegheny  Divn. 
Weul.    E,    T..    Buffalo.   N.    Y. 
Whalen,   John,    Youngstown,    O. 
Whalen,   Michael.   Corning.   N.   Y. 
Wharton.    Ed.    Huntington,    Ind. 
Wharton.  J.,  Huntington.  Ind. 
Wheeler,   Chas.,   Bradford,   Pa. 
Wheeler,   C.   L.,   Lima,   O. 


Wheeler,   George,   New   York   Divn. 
Wheeler.  J.  F.,  Meadville,  Pa. 
Wheeler.  W.  W.,  New  York  Divn. 
Whelan,   B.   C,   Cleveland.   O. 
Whelan.    Ed.,    Cleveland.    O. 
Whipple,  S.  J.,  Meadville  Divn. 
Whii>ple,   W.   F..   Meadville   Divn. 
Whited,  R.   L..  Delaware  Divn. 
Wilde,  J.   A.,  Jersey   City,   N.   J. 
Wilbur,   M.   Wm..   Huntington,   I  ml. 
Wilks,    L.,    Meadville.    Pa. 
Will.   C.   L.,   Cleveland,   O. 
WiHetts,  D.  M.,  Meadville  Divn. 
Willetts,  W.  H.,  Huntington,  Ind. 
Williams,   H.   W..    Bradford,    Pa,^ 
Williams,  J.  A..  .Salamanca,  N.  Y. 
Williamson,   L.,   Meadville.   Pa. 
Wilkin.   Tos.  A..  New   York  Divn. 
Wilkins.'j.  D.,  New  York  Divn. 
Wilson,    David,    Pt.   Jervis,   N.    Y. 
Wilson,   H.  J.,   Cleveland,  O. 
Wilson,  J.  B..  New  York  Divn. 
Wilson,    T.,    Cincinnati    Divn. 
Wilson.  J.  M..  Meadville  Divn. 
Wilson,  T.  R.,  Chicago  &  Erie  R.  R. 
Wilson.    J.    T.,    Cleveland,    O. 
Winegardner,     A.     E.,     New     York 

Divn. 
Winegar,  C.  D.,  Meadville,  Pa. 
Winegar,    G.,   Meadville,    Pa. 


Winfield,  D.  R..  Jersey  City,  N.  J. 
Winfield.  \V.  IL.  New  York  Divn.  • 
Witherstav,   1'"..    Youngstown,   O. 
Winn,  P.  "p.,  Hornellsville,   N.   Y. 
Wixted,  A.  J.,   Avon,   N.   Y. 
Wolcolt,  W.,  Carbondale,   Pa. 
W'oolever,   Burr.   Allegheny   Divn. 
Wolfe.  G.,  Buffalo,  N.   Y. 
Wood.  H.  S.,  Susquehanna.  Pa. 
WimmI,  J.  11..  Jersey  City.  N.  J. 
W'cnds,   D..   Buffalo.  N.  Y. 
Woods,  J.  H.,  Port  Jervis,  N.  Y. 
Woods.  P..  Huntington,  Ind. 
Woods,  R.  J.,  Huntmgton,  Ind. 
Woollard,    Chas.,    Hornellsville,    N. 

Y. 
Wonderly.  John,  Huntington.  Ind. 
Wright,   L.   B.,  New  York   Divn. 
Wright.    W.    L..    Dayton.   O. 
Wyman.   A.  H..  Huntington.  Ind. 
Wvman,  C.  E.,  Huntington,   Ind. 
Wyman.  J.  F.,  Buffalo,  N.  Y. 
Wyman,  Jas.,  Allegheny  Divn. 
Wyman.  John.  Allegheny  Divn. 
Wyman,    M.    F.,    Meadville,    Pa. 
^'erger.  John,   Rochester  Divn. 
Yetter.  Clark,  New  York  Divn. 
Young.  J.   P..   Corning.   N.   Y. 
Young.   Phil,  Hornellsville,  N.   Y. 
Ziegler,  Wm.,  Meadville  Divn. 


,^e 


k 


